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International Marine Engineering 


VOLUME XIIL. 


JANUARY TO DECEMBER, 1908 


PUBLISHED BY 


MARINE ENGINEERING 


INCORPORATED 
VB AVGRERYS PEACE INEW YORK) U.S.A: 
31 CHRISTOPHER STREET, FINSBURY SQUARE, LONDON, E. C. 


GUO G4 


\i 


ee | 


.s 


_ INDEX. 


) t 


NOTE.—Itlustrated articles are marked with an (*) asterisk. 


ARTICLES. Pace 
PAGE Electrically-operated seagoing dredge..... ~5/ 
Admiral’s barge, motor-propelled........ *119 Elongation ot the Dannebrog. Holm.... *191 
Amiral Makaroff, armored cruiser....... “448 Ellen, benzine-electric motor yacht...... *166 
Alcohol versus gasoline as fuel......... 525 Engine cranks built up without turning. *437 
Appliances for manipulating lifeboats on Engine design, marine. Bragg, 
seagoing vessels. Welin ........... *17, 60 *296, 327, 390, 418, 483, 514 
Ancona, emigrant steamer. Taylor...... *294 Engines ne wsperLoleummennerereieiteier lr. 499 
Antonio DLanasa, ‘stranding of: .......... *401 Engine, reciprocating veisus turbine.... 160 
Armored cruiser, Amiral Makaroff...... *448 Engines, Austrian patrol boats......... . *485 
Armored cruiser Edgar Quintet, French.. *235 Europa, new Italian steamship. Attilio. *416 
Armored cruiser Pisa, Italian. .:-..2.... *39 Fastest ships in the world.............. *55 
Armored cruiser Victor Hugo, trials of.. *70 Fighting values of warships. Brady.... *150 
Austrian patrol-boat engines............ *435 Fire boat Beta, London Fire Brigade... *397 
Austrian steamer Marina..........0.+06 *80 Fire boat San Giorgo for Genoa......... 398 
Auxiliary machinery, horsepower of..... 267 Fire boats, Chicago...........- PA ee *395 
Battle cruiser Indomitable ............. *325 Floating crane,140-ton, description of... *518 
3attleship Bellerophon ................. “42 Florida, the fast steamer............-+-- *145 
Battleship boats, handling of............ *446 Form of high-speed snips, notes on. Long *258 
Battleship construction, speed in. Dewar. 170 Francis ‘!. Simmons, large hydraulic 
Battleship North Dakota, launch of.... *520 Aredge sss Ae SSO EE en LE *89 
Battleship Pommern, trials of the German *75 French armored cruiser Edgar Quintet.. *235 
Battleship South Carolina, launch of..... *401 French cruiser motor boat............-- *133 
Battleships, on the size of. Koon....... 404 Further experiments upon the longitudi- 
3ellerophon, battleship ................. *42, nal distribution of displacement and its 
Bermuda races, observations on....... 16, *120 effect upon resistance. Sadler........ *530 
Beta, float, London fire brigade......... *397 Gas-engine cycle, a new. Miller........ *532 
Blackwelltisteameruererecricinicnreriicienen: 158 Gasoline engine design, marine. Roberts *488 
Border Chief, motor ferryboat.......... *118 Gasoline towboat Brother Jonathan...... *482 
Boston Floating Hospital. Monteagle.... *353 Gasoline versus alcohol as fuel.......... 525 
BOE store We Se Sb Werke, cco cbba0000 “424° George W. Fenwick, steam schooner..... aly) 
Brandane, Clyde-built motor launches.... *118 German ore steamer Narvik. Ommeganck *200 
isravaibiern Ihave WERE ococdaocoeondo00009 *86 German battleship Pommern, trials of... *75 
revalbera Ibs WERE cococ000000060000C *99 German SNavyicer wns eCeb eect 108 
Brazos, Mallory Line steamship. Koon. *507 Gladiator, British cruiser, sinking of.... *306 
3ritish cruiser Gladiator, sinking of..... *306 Governor Cobb, tests on.......... epoboD ily, Pail 
British turbine battle cruiser Indomitable. *325 Guadeloupe, French liner. Peltier...... *43 
3rother Jonathan, gasoline towboat...... *482 Guardian, cable steamer ....... nooo Muab! eo) 
Burmeister & Wain Company. Holm.... *461 Guide, United States revenue cutter.... *882 
Gablessteamem Guardianteney-teirireiieicine *450 Hamburg-American liner ............... 75 
Chicago, Atlantic liner. Peltier......... *438 Hamburg-American steamer  Jronprin- 
Chikuzen, Maru, Japanese liner. Taylor. *161 zessin Cecilie. Guenther ........ ce 2S 
Chiyo Maru, Japanese Transpacific liner. *279 Hawk, 25-foot semi-cabin cruiser ....... *133 
City of Cleveland, lake passenger steamer. *371 Heating and ventilation of ships. Walker, 
Clyde-built steamers for Canadian lakes.. *81 *7, 67, 101, 149, 219, 241, 290, 336, 
Collision of Dynamo and Quail.......... *443 378, 426, 475 
Collision of Mongolian and Huron...... “159 Heliopolis, mail turbine steamship....... il 
Combination system of reciprocating en- High-speed motor boats for pleasure....15, 115 
gines and steam turbines.............. *341 High-speed ships, notes on ‘the form of... *258 
Constructive details ............ *198, 264, 348 Hiraju Macu, steamer. « Eayloz...%.... « 225 
Corcovado, steamer. Brunner .......... *469 To fséoower ot auxiliary macniaery / nooo AB 
Coronilla,; steamer, in collision ......... *402 CHucona, collision with Mongolian sooo & Si) 
Cranesnewarlb 0-tonmiydiratlicuen ener *40 Hydraulic et ane nev’, UEC oo co0000d *40, 
Cristina, twin-screw motor hoat......... “497. Hydropianes jndtor boat Croco- Ricaldont... 127, 
Cruiser battleship Rurik, Russian. Taylor. *492<c<Inclining €xperiment. Norton ......:.. <*211 
Cruiser Gladiator, British. sinking of.... *36, AAdemitable, new turbine battle crujset.. . *3825 
‘GubataowssteamShipeeeneree eee eee “175 << dnfience. of midship sectien shape upon 
Cunard steamship Mauretania .......... *9 the récistanceé of ‘ships, Gaylor....... W525 
Dannebrog, Danish yacht, elongation..... Oi Tolanda, ‘fwin-screw cteéam yach teenie. . *249 
Darent, new Thames tugboat........... *493 Italian armored cruiser Pisa........... = 839 
Davitsmonmbattleshipsmemeerineere citer *446 James Fletcher, patrol steamer.......... *440 
Dimensions of steamships. Alt...... *358, 384 James Joicey, steamer, in collision...... *402 
Dion Bouton, petrol launch ............ *429 Japanese turbine steamship Heliopolis... es} 
Displacement, effect of longitudinal distri- Kate Connor, steamer on Great Salt Lake. *181 
bution of, upon resistance. Sadler.... 13 Kronprinzessin Cecilie, Hamburg-Ameri- 
IDB IM, CSNES OF Gacoadbonosvecv0ds *433 can steamer. Guenther -.--.....-..... OR} 
Draft, mechanical, marine practice....*83, 105 Launch, 40-foot cruising cabin.......... ~I1BiL 
Dredge director, a novel................ *168 Launch of battleship South Carolina..... *401 
Dredge, electrically-operated seagoing.... *57 Launch of naval collier Vesta .......... *433 
Dredgemlarceshy.draulicuementnerniet ieee *89 Launch of the North Dakota........... *520 
Dredger, sub-aqueous rock-cutter. Taylor. *156 Maunchingwotachembatuxen tarrspneiererrreier *403 
Dry-dock, 2,000-ton railway............ SOM Lautaro, steam towing launch.......... *266 
Dynamo, Wilson liner, in collision...... *443 Liberty, twin-screw steam yacht. Taylor. *247 
Hchungawcare OMStean earners *905 Lifeboat, motor, Banfield Creek......... *132 


Edgar Quintet, French armored cruiser.. *235 
Effect of longitudinal distribution of dis- 
placement upon resistance............. 72) 
Electrical equipment of the Momus...... *172 
Electrically-equipped shipbuilding berths. 66 


Lifeboats, appliances for manipulating on 


seagoing vessels. Welin .......... ays) 
Ligsruceton) INO, GE, WEES OFoo0c000000000 *197 
Longitudinal distribution of displacement 

upon resistance, effect of. Sadler..... 13 


a 


Ae j PAGE 
Lubrication of ‘marine machinery es evelerere 179 
Lubrication of marine enginessenrrr eine 176 
Lusitania, speed trials and service per- 
formantesoteerteraeteier socca0 co NE, SEIN) 
Malte, French steamer: Peltier ........ *207 
Manila lines on board ships. Riley...... *399 
Maoria, New Zealand liner. Taylor.... *210 
Marina AtiStLianm Steal c Gentine ieaieiets *80 


Marine engine design. Bragg, 
*296, 327, 390, 418, 483 
Marine engine lubrication............... 176 
Marine engine, overhauling the......... 128 
Marmaris, Turkish coast guard cruiser.. *135 
Mauretania, Cunard steamship ......... e «9 
Mechanical draft, marine practice..... *83, 105 
Meinan, French cargo boat ...........- *206 
Miantonomoh and class, some early his- 
toGyenecacdin came OWellunenir rier rerien 19 
Model screw propeller experiments. .*308, 333 
Momus, electric equipment of........... *H72 
Mongolian, collision with Hurona ...... STLGY2) 


Monitors, some early history regarding 


the Miantonomoh and class. Powell. 19 
Motor barge, rear admirals’s............ *119 
IMotormboate CriStin ammeter erieiiiereit *497 
Motor boat, French cruiser ............ *133 
Motor-boat race, a remarkable.......... *432, 


Motor boat, 25-foot, semi-cabin cruiser... *133 
Motor boats for naval service. Adams.. 15 
Motor boats for pleasure, high-speed. ..15, *115 


Motor cruiser, German. Mentz......... *124 
Wigtor latin, Siomimy epralo ooocccouce LSI 
Motor launches, Clyde-built ............ *118 
Motor launches, modern. Gradenwitz... *164 
Motor lifeboat, Banfield Creek.......... *132 
Motor-propelled vessels, some _ observa- 
tions on, the Bermuda races........ 10, *120 
Motor tender, Thornycroft ............ *129 
Nann Smith, steam lumber schooner..... Bill 2, 
Naval Architects and Marine Engineers, 
fifteenth annual meeting of .......... 13 
Naval College at Greenwich. Waghorn. *33 
Naval science topics. Liddell.......... *470 
Naval streneth of the nations. Koon.... 423 
INEKAy, UNG COBEN o500000000000000000 . 108 
Narvik, German ore steamer. Ommelganck *200 
Nordsee, ore-transporting steamer....... *202 
INotsemenincesssteamShi paerer eee rier *473 
Norin Deka, IegsnGN OF sscococ0c0a000 *520 
INorthestaiesteam crane ren eierer rir rer *451 
Notes on naval-science topics. Liddell... *470 
Oil-firing system, patent. Fisher...... o MOO 
@il tank steamship Texas...-°.--..-...- ORI 
Ore-transporting steamer Nordsee....... *202 
Ottawa, steamer in collision ........... *407 
Ouestphalia, German motor cruiser...... *124 
Overhauling the Mauretania. Williams.. *128 
IRarawebrazilianmline tamer rerrtcrrer opting *86 
Paringa, Australian coasting steamer..... *495 
Patuxent, launching of the tug.......... *403 
Petroleum engine, new ...%........... 499 
Pisa, Italian armored cruiser .......... *39 
Planet, German surveying ship.......... *263 
Pommern, trials of the German battleship *75 
Producer gas towboat Wilhelm.......... *130 
Propeller experiments. Froude ..... *308, 333 
Propeller wheels, laying out of....... *313, 345 
Purification of water, new method for.. 173 
Quail, trawler, in collision............. *443 
Reciprocating engines and steam turbines, 
combination system of..............- *341 


Repair of broken shaft, quick method.. 443 
Repairs to vessels, two instances of un- 


WEIL, ISRCTN sooocococancc00000c 18 
Resistance, further experiments upon the 

longitudinal distribution of displace- 

ment and its effect upon. Sadler.... *530 


INDEX, Vou. XIII. International Marine Engineering iti 
PAGE PaGe PAGE 
Resistance of ships, influence of midship Steamshipm @hicag owe beltichmertser crete *438 Wooden sailing ships. Crowninshield... 18 
section shape upon ................-- *525 Steamship companies of the world, the Yarrow shipbuilding yard, new.......... *4 44 
Revenue cutter Guide, United States.... *382 Mera. KOON soocapoocnwvacecee0be 406 Yipiranga, ‘steamer. Brunner..........- *469 
Revenue cutters for special purposes..... ny Sieamegnhy) CUEAO ocosocdcoccagnu00000 alr() EDITORIALS. 
Romanby, trunk-deck cargo SHEBMEPo 00 0 AVY Steamship engineering economies ...... *538 Arthotemalkingusailsesscnetepesenen ss a 227 
ROE BENE Cole ein Greenwich Pose. mee Steamship Europa, new Italian. Attilio. “416 INMENS Or WHS IOC coccocccdc0500000 316 
Raddles, Hectumeds SHUR ooooccasesce. Bee Steamship, German surveying .......... *263 Battleship const.ruction in Britain...... 46 
EES aad audliles posts, ive Fh te ae reat Steamship Governor Cobb, test on..... 17, *21 revAlbeya lKKEINGIS 5 oaccovccs0ds000000 362 
IRipeaLS, Riese GRESOM DAES ND peg ae ee Steamship Guadeloupe, French. Peltier. *43 Combinations of engines and turbines... 362 
Russian cruiser Amiral Makaroff Saal sxsueve *448 Steamship Harvard, service test of...... *522 GEARS (Tune OTERO 996 
RESTIAE ad Tetiales SETS Teayiloe “ey Steamship Heliopolis, Japanese mail tur- Continental passenger traffic ........... 409 
Sailmaking- WAISOE oosceeco: 3 Ze 2B, Ae) bine. McPherson ................... wa Development of the modern freighter.. 226 
Senay ships mvoode oe now ninshicl des ug Steamship lines; new -.-.......-.......- 91 Direct steamship service between the two | 
Sam Choggo, BO Neale HOF CORB. 30000 oy 208 Steamship Maoria, New Zealand liner... *210 EN SOCE Nona odbu Dab PU aD ota cone eat 136 
Sarah W. Lawrence, schooner, totally dis- Ps Steamship Mauretania, Cunard ......... *9 Discussion of papers read before the So- 
MEU sanoabco0e EEE odco0o0g00000 288 Steamship Norse Prince ........-.-.++-- *473 Scs oF Nag Ancitiesis and Wins 
Schooners for the Pacific coast, steam, 2 Sicamaity Para, Brazier soonsgoocenac0 | “8B ENE NCCLS EN eee RN en 542 
Muuaalhes ee 5: PNW aR eae vag kr ian ne Steamship Tenyo Maru, Japanese Trans- Dra OF ne Jere IN oaocooocscncconsor 501 
Seti Spee a NOV WEOFo000 HOS Pacific  Limer =. f ye ine ieis *279 Fighting values of warships ........... 453 
Scout cruisers, trial performances of xeor  teamship Texas ...........:... mere *257 Kine boats tax\sipisetsee Keres yi eee re 409 
umes Pty Me ies eh bee Linc Seu Steamship Tochiyo Maru, Japanese Trans- Freighter, development, modern......... 22.6 
SRGETESENG ANTES SEES ENR CAT a pacific limer .........-+. +. .sse sees *279 Fuel for internal-combustion engines.... 543 
: boat ..... OI OL a Oe 135 Sicsmag nm WOH soococococccoagedcon0e *208 Lake passenger steamers ........-..--- 408 
spleaicd ee patents, 4 Steamship Verdi, Brazilian ............ *99 Large steam yachts ........... en Ae 272 
BE, Wy HES, ME 28, LUG, GRE BAS. = Steering gear, notes on ................ *251 Tsubrication sme cen jeeerueioe ei ieisios steer nere 182 
‘ Reis BE, BOD, O21 Steering gear of the Prinzess Alice...... “Ue Niaiine-caie EESTI s65600cccccna0008 316 
Sie Cites ne OF RENEE eter ie wa £8) Stormy Petrel, launch ................ “131 Motor-boat show,’ New York............. 92 
Shipbuilding and Engineering Company Stranding of the Antonio Lanasa....... *401 NIGCOEMDOALS or er ee tae he non aee 136 
of EEO: & Wain: Holm Nea ty pou Stream lines around ships’ models, ex- : Marine transportation, modern ......... 93 
SHCOTG SEREGUR OF pRcted GeanS A perimental investigation of. Taylor. .13, *20 Naval architects? convention ........... 46 
shell plating) /Anderson\ 17-001 Beeb Strength of riveted seams in shell plating. ~465 Navalldisastersmertverierrtniactrrdeletsiccters 272 
Shipbuilding berths, electrically equipped, Submarines of battleship speed. Chace. 14 Propellerswheelsteisnnnesn checteeoae ce 217 
SS ELRSES yore aR se eebe Ben tia a Bs Superheated steam with marine engines, Rudders and rudder posts = ........... 500 
Siitielbetllatiag bee eet Seotelh ZENER 20.0 108 notes on the use of. Godard ........ *269 SOOHE GHENGSP WEIS 5 ocecogoscacaccasv0 409 
Shipbuilding ae 1907, the WOUIGES5 coo0000 134 Syria, steamer, in collision ............ *402 Shipbuilding ..............- 92, 183, 226, 452 
Simautilating wa Une Warbodl Stites, Teltow, triple-screw, _ electrically-driven Siivpocvieboayse CHG sooccosccoscvcacce 183 
‘a ; 91, 340, 499, 505 towboate Macvacions Soot ci een sors *165 Society of Naval Architects and Marine 
Shipbuilding yard of Yarrow, new...... “444 Tenyo Maru, Japanese Transpacific liner. *279 ENBIn Ses ene Ren ee cts setae 500 
SHvplNetlet hag RISO pga signe ramen, A Ths HOS Test of the steamship Harvard......... “522 Speed trials of the Lusitania ........... 362 
Shipping of the United Kingdom........ 169 Mexas steamships ics von sede eee *957 SES Ea cist YORU Mbit gic o8 
SON OF Newell Ancnticais emel Manne Throttle watch in a typhoon. Smith.... 494 Tne atetien CASI AMTOHAS socodooodco0e 501 
Bisson, TEESE eerie mestng Oo 7 Torpedo craft, notes on the world’s..... “436 Transportation, modern marine ......... 93 
Society of Naval Architects and Marine TOMO, GCAO) coossoccnos00ccc00eWds *208 TULbin@Len gined ee cede ee eee s 182 
FE, DA ASSS, Steicondh eminuell meeting Ge BHD Towboat Brother Jonathan, gasoline .... “482 Warships under construction ........... 453 
Southm Carolinas launchwo feet *401 Towboat, new transfer, No. 21......... *175 ’ 
Staybolts, use and abuse of. Hickey.... 167 Towboat Wilhelm, producer gas......... *130 ENGINEERING SPECIALTIES. 
Steam dredge, electrically-operated...... BST Towing launch Lautaro ........-.----- X266 Blow-off valve. Lunkenheimer Co...... *185 
Steam turbines in the German Navy..... 477 Transportation by water .............-- 223 Blow torch, gasoline, “Imp.” Frank 
Steamisyvach Galoland ameenrnn nner *249 Transportation, modern marine........ *929, 63 IMossbengalConwer-iewtasteuclelers\sicictaiesens Sse. *366 
Steams yacht) Wiberty. |DMaylor........-- *247 Transportation of refrigerated meat to Boiler, tubeless: G: -R. Steward........ *274 
Steambsyachtuvanadisy sMaylone.ssee ee. *244 Panera, Aitkiorde ocascoocoocosce ~ 17, *76 Boilers, corrosion of marine. Hutchins. ix 
Steam yacht Winchester .............. *112 Trial performances of three United States Boilers, ‘““‘Haystack.’”” Hutson & Sons.... *49 
Steamer Ancona, American-Italian emi- SEOTERCRUISOTS? ey Ie Rte ey ¥9Q7 Capstan, steam deck. Dake Engine Co.. “ii 
Grails | WAR coococowcgsg0000000000 *294 irialsmofmlightshipmNOMS Steerer *197, Circulator, boiler-water. British Boiler 
Sicamer WBeeyell ogcasesocccna0000000 158 Trials of marine contractor.........-... 496 Course and position finder, Capt. Ashe’s. 
Steamer City of Cleveland, lake pas- Trials of steamship Governor Cobb. Le- Heath & Co., Ltd.................... “D44 
SENS Sips eter ses occu hereto eee ducia tous events “Bal fandWandukverettue eee 17, *21 Water Circulator Syndicate .......... TSH 
Steamer Corcovado. “Brunner .......... *469 Trials of armored cruiser Victor Hugo... *70 Davit, quadrant. Welin Quadrant Davit 
Scammer IRON, CAHBO>scccocooonnouce *205 Trials of German battleship Pommern.... *75 GON rapt sves texan eve | sceyeve cused syatete spepsedsusteveler susie *138 
Steamer Florida. Jenkins and Woodruff. *145 Trials, speed and service performance of Delaware Marine Supply Mfg. Co....... *iv 
Steamer Guardian, cable............... *450 COMME SItA Tat. oN tee ye aa ee ee ete *903 Die stock, matchless. Oster Mfg. Co.... *545 
Steamer Hirafu Maru, Japan’s first tur- Trold, collier, in collision ............. *407 Drainage of steam whistles. Combination 
Dine mmRay] oterry erie iitsckelesisieaeinont: *225 Trunk-deck cargo steamer Romanby...... O04 Mietallicnbackinon Cotmermorrriaericisict: *22.9 
Steamer James Fletcher, patrol for fish- MugboatyDarent year etre *493 Drill, close-quarter pneumatic. Inde- 
Ginny’ GHGS bbs Sao trae eA hd Dene *440 Turbine mail steamship Heliopolis, Japa- pendent Pneumatic Tool) €o: ..:.:.... *319 
Steamer Kate Connor, first on Great Salt NESE Mra ry are pe hr omen pany eT ot *1 Electric generating plant, unique. Buf- 
ILAIR® - o/c Hi eo cg SOO ee BO DE ERIE Eee *181 Turbines in the German Navy.........-. An, falo Mechanical and Electrical Labora- 
Steamer Kronprinzessin Cecilie, Ham- Turbines, practical experience with...... *301 CON, ee ee eile selene re eel *xii 
burg-American. Guenther ........... 73 Turkish coast-guard boats............... *135 Electric thermostat. Geissinger Regula- 
Steamer Malte, French. Peltier ....... 42071, United States battleship South Carolina, Wore (CO, coccccboc00cueussanvc0b000000 *454 
Steamer Wersing, (NUGMIEM condacouscccs *80 TAIT CHRO Lice Ee PCE Ee oN RE ry *401 Engine, marine. Ferro Machine & Foun- 
Steamer Meinan, French cargo ........ *2.06 United States revenue cutter Guide..... *389 CL TVgh GO seaane Wepesarsvari ays tote ueyete tev teen crererees fetes *49 
Steamer Narvik, German ore........... *200 Vanadis, turbine yacht. Taylor........ *944 Engine, steam-yacht. T. A. Savery & 
Steamer Nordsee, ofe transporting...... *202 Venezia, Italian emigrant steamer....... *909 (Cebrergoado Abad omood Minoooe wad soe ee *318 
Sicamear Norn SF ocanscccoccucecouce *451 Werdi, new Brazilian liner.............. *99 Engine, two-cycle marine. Termaat & 
Steamer Paringa, Australian coasting. Vessel tonnage movement in _ principal WMIGTENER. Suoobofooon0eobbcjobaooUD RS *viii 
play Orem atgecterteeusi eters ci ottersieve;suchovenvess .. 495 POMS OF ae WodG sbcccorccc0s000000 6 Engines, small steam yacht. Sisson & Co.  *94 
Steamer Romanby, trunk-deck cargo. Wessels, weights of. Liddell ....°...... *430 Engines, two-cycle gasoline. Kowalsky 
TERA? glo Vid da ODDO CAS ORO BEE eae *904 Weal, menail Goller- .oocoucococacunc0n *433 IDrer-ab (Conny paca boca rs ope UDO OB UU EC *Xi 
Steamer Venezia, Italian emigrant....... *209 Vibration in passenger ships ........... 163 Exhausters, ball-bearing. | Massachusetts 
Steamer Ypiranga. Brunner .......... *469 Victor Hugo, trials of armored cruiser.. *70 le (Ces: into acDloaOd aor oo onadre Geo Ob *998 
Steamers for Brazil, new German-built... *469 Warship design, further tactical consider- Expansion joint for ammonia. Crane Co. *95 
Steamers for Canadian lakes, Clyde-built.. *81 ation involved in. Niblack.......... 14 Feed-water heater, ‘Reilly’ multi-coil. 
Steamship Brazos, Mallory Line. Koon. *507 Warships, relative values of. Brady, Jr. *150 (@riscomes pence COM ie eerietar *411 
Steamship Chikuzen Maru. Japanese Weights of vessels. WLiddel]l ........... *430 Furnace, bridge, Sturrock Patent Bridge 
Linkers emp ayl OTM taieree reste s octave score *161 Winchester, steam yacht, steel ......... *112 @2 Bhamaonteye COs soodtdcccspaccoden *228 


iv International Marine Engineering 


INDEX, VoL. XIII. 


PAGE 
Gage, automatic water. Penberthy In- 
Heaton (Cs Goooooccppco0dacdcoupacbon “hi 
Gage cock, improved, “Excelsior.” Lun- 
kenheimerms Cosnenmrtelererteleiciersrrerkerrtoiets “abr 
Gear, engaging and disengaging, ‘‘Mills.” 
IX, IPS ANGI Nooo dotobooono0Nd00000 *viii 
Generating sets for marine service, Curtis 
turbine), (General) Plectric Coreen... *48 
Generator set, multi-polar. Holmes & Co. *366 
Griscom-SpenCere Cosmerciererreeicttenieiictsies *vi 
High-speed engines, economy tests of. 
TURES) op abo 0d b0 00D 0b000000000000000 *502 
Indicatorotatebrassm toss Comper *139 
Inspector’s outfit, American. American 
Steam Gauge & Valve Mfg. Co....... *544 
Lamps, “‘Tantalum,’? Siemens Bros. Dyna- 
rae) WORKS: nd00dso00000dGD0bKb00000000 *365 
Lubrication of marine engines. Keystone 
ILjRlysKeENEhYS (CO ooocacop0db0000000000 *364 
Lighting set, ship. W. Sisson & Co..... *48 


Lighting set, small. Thornycroft & Co.. *184 
Lighting set, turbine.- Sturtevant Co.... *140 
Magnalium. Morris R. Machol......... *366 
Meter, automatic sight-feeding. Boilerine 


WEi-en Corn sooo comadanbocaUudode acon *318 
Milling file, “Vixen.” National File & 

APO OLN GCOl Wes cisravsioveyecaveievsisvecetovsheceyotsrere oles *502 
Motor boats, new high-speed. Electric 

Wa unchy Co nursissvesteltereveeleletorereievsrorstaiers LAY 
Motor, six-cylinder. Brooke & Co...... *184 
Motor, two-cycle. Mianus Motor Works. *95 
Packing, high-pressure spiral piston. 

New York Belting & Packing Co..... HAS 
Packing, metallic. Garlock Packing Co.. *229 
Pipe-bending machine. Barry & Co..... *318 
Pipe-bending machine, portable. Under- 

WOO) Gril COs. cine lela srsisy stenerskefotes eteteetsr siete *274 
IPipemmachinesss Granem Cosmetics BPAD, x 
Piston ww Mconomysebistonm COM neritic *xi 
Planer clamps. Williams & Co.......... *xii 


Planer, gigantic. Niles-Bement-Pond Co. “ii 


Pressure blower, rotary. Baker Blower 
Engineering Commerrinrrireiicccricciin *410 
Propeller, H. G. Trout. King Iron 
Works) ratsiiisle) sous te col otevonc laters ioisroters ots roebereis *319 
Pump, turbine-driven centrifugal hot well *139 
Pumps ©OdessemeumpmConeererineniniiacrs *365 
Pumping set, small. Brooke & Co..... *229 
Quadrant davit, “‘Welin.”” Lundin...... eT 
Revolution counter. Schuchardt & 
Schutter err iter heres *456 
Riveterspogta ble ween breelmtee ier *185 


Screwdriver. Billings & Spencer Co.... *503 


Shear, universal angle and plate. Bart- 
Letts 1&2 (Com elitactsuine ms rercliscas careers *vili 
Speed counter, small. American Steam 
Gauger@m Valves Mien Comerica *318 
Speed indicator, motor “boat. Nicholson 
Ship ost Coy wasters eee *xi 
Speed variator. R-W Speed Variator Co. *vii 
Staybolt chuck, reversible. Cleveland 
Pnetmaticmhoolm COMemeceeenciceie *410 
Turbine, “‘Curtis,’” generating sets, hori- 
zontalesiGeneralesHlectricy Commer *48 
Turbine pump. Lea Equipment Co...... *503 
Valve, steam-pressure regulating, ‘‘Col- 
IY (Ol IEE COs odococcosoodcon0 *2'75 
Vanadium steel. Vanadium Steel Co.... *366 
Washer, “Fastnut,”? Fastnut, Ltd....... 2105 
Winch, electric. Chambers, Scott & Co.. *455 
Wrench, “‘Agrippa.” Williams & Co.... *94 


Wrench, B. & S., 15-degree angle motor 
boat. Billings & Spencer Co......... *545 
Wrench, pipe. Billings & Spencer Co.:.. *456 


PARAGRAPHS. 

LN CEOES CONHCNED soonodccoducovsooen 414 
American warship construction ........ 361 
JOWALWAV.C Mm VLON tan aeeieissrciereteieiieletenererers 487 
Chester, American scout cruiser........ 181 
Ghiltanemerchantemarninemeer rire 123 
Europa, Hamburg-American liner........ 223 
Fillets on shafting ......... EA at iario *499 
Fire boats of New York city........... 398 
HiresfloatnB etait ac weiscrsisicaelereevere 496 
Great Lakes Engineering Works......... 111 
Head-on collision in Kaiser Wilhelm 

CEE Gocnood 00d 6 0dmocogccdagoOObOudK 448 


Pace 
Mrs hay@Xel TAKIN osoqd00d00000009000000 149 
Institution of Naval Architects ......... 225 
International Congress of Navigation.... 224 
internationalYiachtwRaceseseeeeerteerioe 364 
Japanese) merchant marine) =) eee 22 
ewig \WWisibigtin IDL, cooocovanos000c0cce0d 443 
La Rance, French cargo steamer........ 188 
Largest ships inthe world\..s..+-5.-- +. 312 
Marinesturbinesepeiiacieiieriienicriieicc 223 
Mauretaniamrecondunenee cient: 320 
Mexchantimarines Chilianuererreeiereite 123 
Mexchantamarine ss) apaleererrnrnirierie 22 
Merchant tonnage of the world.......... 181 
MichiganvelaunchtoteererErrerernicn niet 308 
IMonomackyatucardcertlereirertetettarseiteteier: 312 
New York, Albany Day Line, loss....... 504 
NortheDakotawaascrmieieiicceeiericien tires 474 
WORKED Goddaddoocc00000000000000800 196, 544 
Obituary lp teavrrrrerderoeer 75, 323, 368, 458 
Omission hj .iieteieterrereetor ele olen te Bao) “bbl 
Port of New York, steamers arrivitrg at. . 12 
Rersonalereyerete terres 129, 232, 323, 458, 503 


Progress of naval vessels, 
48, 94, 138, 184, 228, 274, 318, 364, 410, 
454, 502, 544 


Recent figures ............ eteec nia eters Gieie 206 
Report of the Bureau of Navigation..... 281 
Revision of U. S. marine laws relating to 
safety of life at sea -........ Pr oadodat 517 
Safety in warship construction......... 524 
Steaming radius of scout cruisers....... 454 
Tonnage of vessels in Hamburg harbor... 40 
Transatlantic steamship records......... 312 
Murbinewlargemmahin cme t neritic *223 
diwomhusembattleshipsieeramere renee: 451 
Wa ounavalucollierssereerrererecceritie 418 


QUERIES AND ANSWERS. 


BeampotmlightshipmNowsseenrnnriniicten 368 
Calculation for the discharge of water 
HIUROEKAN EX el oaooaccosoccc0sd00000 321 
Cause of knocking in a compound engine. 97 
(CEAKEINKyN GoobacdDG000000 0000000000000 142 
Coal consumption of the Lusitania and 
Matiretaniaw a teviecieterlocitreerierieriteke 368 
Coal used per year by merchant ships.... 142 


Comparison of Clyde and Scotch boilers. 368 
Cylinder diameters for triple-expansion 


ENGIN Chey acevo) eave Wolenela lolol Lekereedethcterseteter here ADT 
Data on trials of. steamship Governor 

Cobbi sine heecibs motes ees eeoee 546 
Diametemoteampropellerereerreeererercr *322 
Effect of feed-water filter from alum..... 413 


Estimation of weights of marine boilers... 504 
Formula for horsepower of single, triple 


and quadruple expansion engines...... 232 
Formula for relative strength of curved 

andustraightudecksbeampr-iteriieiieriets 231 
Hreezinesotawhistlempipeseraremreereeticter 232 
Government requirements for equipment 

GH TAO NOES on gccgcodco00d00d 00000 547 
Heat value of wood and grain alcohol... 96 
Horsepower and weight of auxiliaries in ; 

various types of ships ............ Bo00 VPP 
Horsepower to drive motor boat......... 412 
How to obtain the pitch of a propeller.. *413 
ILE) eal Wel sooacbodd000b0n0000000000 *142 
Lining up a steeple compound tugboat en- 

(abe ‘coadoovobdnbacoGasaodG0000000000 51 
Method of finding the area of a propeller 

INEX® 5G0000000006000 000G00d0005.00000 322 
Pitch of motor-boat propeller............ 412 
Producer gas for two-cycle engines...... 188 


Relation of eccentric to position of valve. 188 
Relation of speed and power of ships.... 51 
Relation of theoretical and actual capacity 


Ofmteedasplim Dieser titties rer 321 
Remedy for “grunting”? in a four-cylinder, 

triple-expansiony engineer rill 143 
Rule for pressure on safety valve....... 368 
Shearing stresses in rivets of shell plating 232 
Size of feed-pump plunger ............. 321 
Speed of a four-cycle marine motor..... 142 


Trial displacement of U. S. battleships.. 412 

Turbine system of Cunard liners Maure- 
taniawancissusitaniaMennrree irritate *97 

Valve gear for small steam yacht engine. *322 


PAGE 
Velocity imparted to water by injectors.. 96 
Working pressure of a boiler........... 142 
TECHNICAL PUBLICATIONS. 
Amerique et Japon. Spartali........... 456 
Annual Report of the Japanese Mercan- 
tile Marine Bureau for 1906-1907..... ol) alfsh/ 
Autogenous Welding of Metals. Bernier. 367 
iBeeson?s Marines Directory. yerteierieterl 411 
Berechnung und Konstruction der Schiffs- 
maschinen und Kessel. Bauer........ 230 
Board of Trade Arithmetic for First- 
Class Engineers. Youngsen ......... 411 
British Engineering Standards, Coded 
iStsie A CamSOnmrpirtyleleldrttetteiietels 367 
Bureaw aVieritas el 907-1908. etetorecioile 50 
Consular Requirements for Exporters and 
Sites INOWOA, ococcoceado0a00000 411 
Definitions in Navigation and Nautical 
Astronomy.. Groves-Showell ........: 411 
Deutscher Schiffbau, 1908. Flamm...... 456 
Engine-Room Chemistry. Gill........... 96 
Engineering Index Annual ............. 231 


Equipment Buyers’ Finance. Winder... 321 
Ex-Meridian Altitude, Azimuth and Star- 


indin gahablestam RUS tmerriteleiteretonerictere 504 
Beas Stes, YES socoscaccc0doo 187, 546 
(CAS lhyayesbs, ISNCWHIOR oooooddcod00000000 186 
Handbook for Care and Operation of Na- 

val Machinery. Dinger .:.......... 95, 230 
Hendricks’ Commercial Register of U. S.. 457 
Harbor Engineering. Cunningham ...... 231 
Hints to Engineers for the Board of 

Trade Examinations. Martin ........ 141 
History of the United States Navy....... 186 
lahyabeyelbies, IDEM? coccocgc0000090 51 
Internal Combustion Engines. Carpenter 

EynGl IDKECEEORS ooaoctccas00gD 000000006 457. 
Introduction to the Study of Electrical 

IDaraceata, INOS coo0000000000000 140 
Lake Shipyard Methods of Steel Ship 

Comegienon, Cw connacc0000000000 187 
Les Flottes de Combat en 1908......... 141 
List of Merchant Vessels of U. S........ 96 
Lloyd’s Register of American Yachts..... 367 
Log of the Blue Dragon. Lynam ...... 367 
Machine Design. Spooner ............. 321 
Marine Boiler Management and Construc- 

Hy, WRN socccoccc00009000000 230 
Marine Engineering. Tompkins ....... 456 


Massen-Distillation von Wasser. Bothas. 185 
Mechanical Engineering of Power Plants. 545. 
Mechanical World Electrical Pocketbook. 96 


Mechanical World Pocket Diary......... 50 
INatiticala@hartssapiutnamueerreyreteietelstellere 503 
NeminGANS IsIKOUNAS Goocc0000009000000 50 
Naval Pocketbook for 1908. Clowes. .186, 367 


Navy Year Book. Pulsifer ............ 188 
Neuere Schiffsmaschinen. - Rosenthal.... 276 
Night Signal’s of the World’s Shipping.. 320 
Patents as a Factor in Manufacturing... 546 


Practical Shipbuilding. Holms ......... 276 

Present-Day Shipbuilding. Walton ..... 95 

Profit Making in Shop and Factory Man- 
agemenltqun Caupentenmeetrerrlrerticicrrtet 276 


Proper Distribution ot Expense Burden.. 457 
Record of American and Foreign Shipping 96 


Refrigeration. Anderson .............. 230 

Sea Terms and Phrases. Hewlett ...... 95 

Signal Manual for the Use of the Mer- 
cantile Marine. Rugg ............... 411 


Simple Problems in Marine Engineering 
Design (including Turbines). Sothern. 141 


Shes itt, IAG REREN Go0000c000000000 411 
Steam and Entropy Tables. . Peabody.... 141 
Steam Power Plant Engineering......... 503 
Steam Turbine. Neilsen .............. 231 
Steam Turbines. Thomas .............- 140 


Structural Engineering. Brightmore.... 320 
Temperature-Entropy Diagram. Berry... 545 
Transactions of the Institution of Naval 


INMATES, WY soccconcd0c0n00a00000 50 
Use of the National Forests. Pinchot... 51 
Valve Setting. Collins ....... RO GOOG 546 
Verbal Notes and Sketches for Marine 

Engineers. Sothern ................. 504 
Warships: A Text Book on the Construc- 

tion, Protection, etc., of Warships. 

INA Go00000000000000000000000000 320 


International Marine Engineering 
JANUARY, 1908. 


NEW EGYPTIAN MAIL TURBINE STEAMSHIP HELIOPOLIS. 


BY ALLAN MC PHERSON. 


Built by the Fairfield Shipbuilding & Engineering Company, 
Limited, Glasgow, for the Egyptian Mail Steamship Company, * 
the new turbine steamer Heliopolis, which was launched on 
May 28 last, is notable as being the largest turbine passenger 
steamer yet built at Fairfield. 

The Hehopols has three propellers, driven by three inde- 
pendent Parsons compound steam turbines. In the center of 
the ship there is one high-pressure turbine, taking steam 
direct from the boilers. The two low-pressure turbines are 
mounted on the wing shafts. The astern turbines are also on 
the wing shafts, inside the low-pressure cylinders. The tur- 


the blading arrangement, and, though this is a low-pressure 
rotor, the principle is exactly the same throughout. In the 
turbine, the total steam expansion is subdivided into a number 
of steps. The expansion of steam at any one stage is typical 
of its working throughout the turbine. Each stage consists of 
a ring, of stationary blades, which gives direction and velocity 
to the steam, and a ring of moving blades that immediately 
converts the energy of velocity into useful torque. The total 
torque on the shaft is due to the impulse of steam entering the 
moving blades, and to reaction as it leaves them, this process 
being repeated throughout the turbine. 


THE HELIOPOLIS IN DRYDOCK AT GLASGOW. 


bine rotors are of cast steel, each in one piece, and the cylin- 
ders are each in two pieces bolted together. 
Grooves are cut in the rotors, into which the revolving 
blades are fixed, and similar grooves are turned on the inner 
' surface of the cylinders, for the stationary blades. The blades 
are wedged separately into these grooves and are then bound 
together with brass wire of square section, which fits into a 
slot cut in the front edge of each blade near the top. This 
brass wire is laced to the blades with fine copper wire, and then 
soldered. The turbine blades are of rolled brass. Their 
length increases from the high-pressure end to the last rows, 
where the steam passes to the condensers. There are about 
a million blades in these turbines. 
Our illustration of the turbine rotor gives an elevation of 


The turbines exhaust direct into two steel plate condensers, 
fitted with solid drawn brass tubes, and placed alongside the 
low-pressure turbines.. The cooling water for condensing the 
exhaust steam is circulated through the condensers by four 
large centrifugal pumps, two for each condenser, and the con- 
densed steam is withdrawn from the condensers by two single- 
acting twin air pumps. © 

The engine room is fully equipped with the most modern 
appliances, which include three large electric light engines and 
dynamos, three Hall’s CO: refrigerating machines, pumps for 
supplying hot and cold salt water to the baths, also pumps for 
sanitary purposes, washing decks, for extinguishing fire and 
for fresh water for passengers’ use. There are also bilge and 
ballast pumps, and these can, in the event of an accident to the 


INSIDE VIEW OF THE LOWER HALF OF THE CASING FOR 


ship, be supplemented by the large circulating pumps, to dis- 
charge water from the vessel, the total capacity of these 
pumps being equal to fully 2,000 tons per hour. In the engine 
room there are also arranged four large main and auxiliary 
feed pumps of G. & J. Weir’s design. Two gravitation feed 
filters of List & Munn’s patent are fitted, for removing grease 
and other impurities from the feed water. The distilling plant 
consists of two large evaporators, together capable of pro- 
ducing from sea water 100 tons of fresh water per day, and 
two distilling condensers, having a combined output of 12,000 
gallons of pure fresh drinking water per day. 

The propellers have three blades each, and are made of 
manganese bronze. They are accurately machined and bal- 
anced, and the blades are carefully polished to reduce to a 


pibitsibisicei atl 


ONE OF THE LOW-PRESSURE TURBINES, 


International Marine Engineering 


JANUARY, 1908. 


A HIGH-PRESSURE TURBINE, STEAMSHIP HELIOPOLIS. 


minimum the frictional resistance incidental to the high 
velocity at which they pass through the water, and which at 
the tips exceeds 100 miles per hour. The propellers and bal- 
anced rudder are clearly shown in our illustration. It is also 
noticeable that there is no outboard shafting, which arrange- 
ment is an advantage to the engineer, as shafting and eels 
can be inspected at all times without the necessity of docking 
the ship. | 
The boiler installation consists of four double and four 
single-ended steel boilers of the ordinary multitubular type, 
each working at a pressure of 195 pounds per square inch. 
These are arranged in two boiler rooms, and the exhaust 
gases pass into two funnels, which rise to a height of 1 
feet above the sea level. The boilers are arranged to wo: | 


; 
. 


PTTL E oh a Ds, Fr 


SHOWING THE EXHAUST NOZZLE AT THE TOP AND STEAM INLET AT RIGHT. j 


Engineering 


International Marine 


JANuARY, 1908. 


LM 
LT 


La) 


END. 


RIGHT 


E 


ARE AT TH 


TURBINES 


ASTERN 


IE 


PRESSURE TURBINE ROTORS PARTLY BLADED. TI 


LOW- 


AND LOW-PRESSURE TURBINE ROTORS IN PROCESS OF CONSTRUCTION. 


GENERAL VIEW OF HIGH-PRESSURE 


4 International Marine Engineering 


JANUARY, 1908. 


with Howden’s forced draft, air being supplied by eight large 
fans, each driven by an independent inclosed steam engine. 
The Heliopolis is of the following dimensions: 
Lea Over abl o506000000000000000 545 feet 
Breadth molded 60 feet 3 inches 
Depthytomsheltemdeckseeneeeesee seer 38 feet 
Draft loaded 22 feet 6 inches 
IDiGnkesmeae IN TONS. 0000000000000 009 6pe000 
Indicated horsepower 
Speedsatiseay ania ects ern eRe ae: 20% knots 
Gross tonnage 12,000 


a bath and toilet attached. Some of them include also a sit- 
ting room. The cabines de luxe are very large, and are fitted 
with wide berths, velvet pile carpets, luxurious settees and 
arm chairs, dressing tables, wardrobes, writing tables and 
book cases, and have hot and cold water supply. Electric 
lamp, electric bell and electric fans are fitted at convenient 
points for each berth, and electric fittings are also provided 
for heating curling tongs. 

On the promenade deck amidships is the first saloon en- 
trance. It has a handsome staircase leading to the bridge 
deck and from there to the shelter deck. Aft of this entrance 


THE STERN OF THE SHIP, ON THE WAYS, SHOWING FORM OF RUDDER AND ARRANGEMENT OF PROPELLERS, 


The hull is divided into separate watertight compartments 
by nine bulkheads. To further insure immunity from danger, 
a double bottom is fitted all fore and aft, divided by numerous 
watertight divisions into separate water ballast tanks. Each 
tank can be filled or emptied independently, so that the trim 
and draft of the ship can be adjusted at any time to suit the 
conditions of service. The total water ballast capacity is 
3,500 tons. The ship is built to Lloyds three-deck and shelter 
deck 100 Ar class, and has seven decks, named in the follow- 
ing order from below: Lower, main, upper, shelter, bridge, 
promenade and boat deck. There are two pole masts, fore- 
and-aft rigged, with derricks for handling cargo. 

In the passenger arrangements, the Fairfield Company has 
embodied the accumulated results of their long and varied ex- 
perience in the designing of first class passenger ships. Ac- 
commodation is provided for 710 first class and 290 second 
class passengers. There are no third class passengers. 

The promenade and bridge decks are entirely devoted to 
first class passengers. The staterooms are fitted up in a most 
luxurious manner. The cabines de luxe are a special feature 
of the ship, the ceiling and walls of each being treated dif- 
ferently; some are paneled in satinwood, others hung with 
tapestry. There are a number of these cabins, and each has 


on the promenade deck is the music room, which is exquisitely 
finished in pure white. The furniture and grand piano are 
also in white. Immediately below the music room on the 
bridge deck is the library. This room is very large, is 
framed in oak, and has a handsome book case and other furni- 
ture, also of oak. Aft of the library is the first class smoke 
room, which is very comfortable and commodious, and well 
lighted, having large square windows around the sides, and a 
rectangular well above with ornamental fret work and pro- 
vision for ventilation. The walls are framed in oak with ham- 
mered brass panels. 

On each side of the promenade and bridge decks amidships 
there is a clear promenade of 10 feet 6 inches for first class. 
passengers, and the bridge deck extends right aft to the stern. 

On the shelter deck, and leading from the main staircase, 
there is the first class dining saloon. This room, which is 
about amidships, extends the full breadth of the vessel, and 
is 77 feet long. In the center of the room there are a number 
of round and oval tables, and at the ship’s side in bays are 
small tables to seat five persons each. The saloon is arranged 
to seat 256 persons, but. not more than 16 at one table. The 
side ports are placed in pairs close together, and have orna- 


‘mental glass shutters. These, together with the large oval 


JANUARY, 1908. 


International Marine Engineering awa 


dome in the center, afford splendid light to the saloon. At 
the fore end there is a piano, and at the after end an artistic 
sideboard. Forward of this saloon is a separate dining saloon 
for children. Aft of the first class dining saloon are the pan- 
tries, with the sculleries, galleys, bakery, confectionery, etc., 
forming one large kitchen, and equipped with all the most 
up-to-date machinery and appliances for cooking. 

Aft of the pantries is situated the second class dining saloon. 
In the center are the usual long tables, and at the sides a 
number of tables each to seat eight persons. This saloon is 
60 feet long by 50 feet broad, and is arranged to seat 180 per- 
sons. Passing through double swing doors, the second class 
social hall is reached. Aft of the social hall is the second 
cabin smoke room. This, like the first class smoke room, is 
arranged with cosy corners, arm chairs and small tables. 

Leaving this deck and going below, the upper deck is 
reached, with two side passages all fore and aft, the one on 
the port side being reserved for the use of the ship’s company, 
while that on the starboard side is for the accommodation of 
passengers. On the starboard side are staterooms, and on the 
port side engineers’ quarters, also rooms for stewards, butcher, 
baker, barmen, chef and cooks, cold store rooms for ship’s pro- 
visions, and a printer’s shop. 

The forward part of the main deck is all occupied by two 
and three berth cabins for first class passengers, and on the 
same deck aft similar cabins are arranged for second class 
passengers. The lower deck is all cargo space, part of it being 
insulated for carrying frozen meat. The mail and specie rooms 
are on this deck. Under the lower deck is the ship’s hold. 

Returning by the stairways to the main deck, and entering 
the hoist, the passenger is carried up to the promenade deck. On 
the boat deck is the café, a special feature of the latest liners. 
This room extends right across the full breadth of the deck- 


THE HELIOPOLIS WAS FLOATED FROM THE YARD OF THE FAIRFIELD 


house, and is 63 feet long. It is furnished with small tables 
to seat four persons at each, and is capable of seating 88 per- 
sons. There are a special kitchen, scullery, larder, glass room 
and wine room, etc., on the boat deck for supplying café. 

The officers’ messing and sleeping accommodation is situated 
forward of the café. The wireless telegraph office is also on 
the boat deck. 


THE STERN, JUST BEFORE THE SHIP WAS LAUNCHED. 


SHIPBUILDING AND ENGINEERING COMPANY ON MAY 28, 1907. 


The ventilation arrangement is a special feature of this 
ship, and is on the thermotank system. The installation con- 
sists of a number of large thermotanks distributed over the 
various decks. These tanks assimilate air from the open, and 
when charged can reduce or raise the temperature of the air 
to any degree desired. This done, the air is distributed by 
centrifugal fans through trunks to any part of the ship. In 


6 International Marine Engineering 


JANUARY, 1908. 


addition to this system, there are electric exhaust fans in the 
smoke rooms and in the dining saloons. 

There is a complete installation of electric light, which con- 
sists of three sets of combined engines and dynamos of com- 
pound type, Siemens & Bellis make, any two of which are 
capable of generating and supplying light equal to 28,800 
candlepower, also supplying the necessary current for a large 
number of cargo lamps of 200 candlepower each, and to the 
thermotank motors, fans and electric passenger hoist. The 
current is transmitted by insulated cable, all wiring being done 
on the double-wire distribution box system. 

The main switchboards are fitted with ammeters, voltmeter 
and switch, pilot lamps and switches, double pole switches and 
fuses for each of the generators, and change-over switches and 
double pole fuses for each of the main circuits. The instru- 
ments are of the moving coil type, and the whole switchboard 
is arranged for easy handling, each switch being distinctly 
marked with the name of the circuit which it controls. 

The steering wheel on the navigating bridge is in direct 
communication with steering gear aft, on the latest telemotor 
principle. 

Another feature of the ship is the Clayton fire extinguishing 
arrangement. The extinguisher is capable of generating and 
delivering by means of pipes to any part of the ship upwards 
of 25,000 cubic feet of fire extinguishing gas per hour. The 
machine extracts air from the compartment, simultaneously 
delivering sulphur dioxide into it. When the fire is ex- 
tinguished, the sulphur dioxide is withdrawn by suction. By 
the same machine, fresh air can be simultaneously injected 
into the compartment. It will thus be seen that the usefulness 
of the machine is not confined to fire extinguishing purposes, 
but it may be used either for ventilation by extracting foul air 
and delivering fresh air, or for disinfecting any compartment 
in the ship. 

The Heliopolis and her sister ship, Cairo, also building at 
Fairfield, are for the new express, mail and passenger service 
between Marseilles and Alexandria. 

The speed trials of the Heliopolis took place on the Firth of 
Clyde from the 6th to the 9th of November. These consisted 
of a progressive trial of four double runs on the measured mile 
at Skelmorlie, and two runs of twelve hours each, one of these 
being at full speed. During the twelve hours at full power the 
mean speed was 20.75 knots, with the turbines making about 
370 revolutions per minute and developing iy 000 horsepower. 
The contract speed was 20% knots. 


Vessel Tonnage Movement in the Principal Ports of the 
World. 


There has been much discussion regarding the total ton- 
nage of entrances and clearances of ships in the principal 
commercial ports, and claims have been made from time to 
time that this port or that one had the greatest tonnage 
movement to be found anywhere. The following statement, 
covering in other ports the calendar year 1904, and in New 
York the fiscal year ended June 30, 1905, will be of interest 
in this connection. The figures have been compiled by the 
Bureau of Statistics in the Department of Commerce and 
Labor, and are taken from official sources. They represent 
net register tons and foreign trade only, no coasting or fish- 
ing services being included: 


Port. Entered. Cleared. Total. 
lnloney? OME coool 9,680,642 9,652,454 19,333,096 
New York ........ 9,630,853 9,311,527 18,942,380 
Antwerpaenererencer 9,373,703 9,339,707 18,713,410 
ILOFAAKIN sooscdocved 10,788,212 7,850,047 18,639,159 
IBIEVEMOXEERE. ooccdvvc0s Yaa Gey 8,770,675 17,452,209 
Constantinop cEeer nec rine IeT 15,066,621 


ILIMSFNOO! ao cccocace 7,986,584 6,730,206 14,716,790 
IROHKACTN, §—s oo00000 7,181,374 6,764,960 13,946,334 
Gardifii seen 4,795,406 8,324,066 13,119,472 
Singapores eee 6,175,905 6,155,848 12,331,753 
SMTA 5500000006 6,076,279 6,105,519 12,181,798 
Colombomereeeeneee 5,195,822 5,154,004 10,349,916 
WMIEKEEMMIES 5 c0600000 5,061,912 4,045,467 9,707,379 
Wishon tess cee 4,820,940 4.783,209 9,604,149 
Cibraltaneeeeeeeeee 4,402,552 4,388,425 - 8,790,977 
Funchal (Madeira).. 4,429,175 4,316,018 8,745,193 


A similar statement for the calendar year 1906 shows a 
healthy increase in nearly all of these ports. 


Port. Entered. Cleared. Total. 
New Wodk (@)sococcc 11,383,345 10,472,601 21,855,946 
Hong Kong (a, *)... 9,899,049 0,870,127 19,778,176 
Antwerp (@) ........ 9,864,528 9,800,149 19,664,677 
ILGMGOM sococoacce0s 11,222,542 8,185,400 19,407,942 
Hamburg (a) ....... 9,408,000 9,516,000 18,924,000 
Siamealngs (C)scococes 8,556,508 8,816,454 17,372,962 
Rotterdam (a)....... 7,868,819 7,696,416 15,505,235 
IGMEDOO cossoooves 8,145,441 7,125,417 15,270,858 
Constantinoples Gascce) Must oeeieee ae eee 15,108,000 
Montevideo (b)..... 6,806,000 6,700,000 13,500,000 
Carditte eee 5,295,331 8,193,312 13,488,643 
Marseilless((@)yeeeeee 6,410,384 6,578,082 12,988,466 
Singapore (q, b, *).. 6,362,458 6,401,916 12,764,374 
IOs cine diacna nee 5,432,880 5,305,123 10,738,003 
Colombon(@) Meera eos sl7O.045 5,139,749 10,318,794 
INIGWVCASUIS b6500000000 4,334,783 5,635,004 9,960,847 
EEN @) sooccocose HUgAwEO 4,797,722 9,929,881 
Mort (HWepEm) 5 ooco0e 4,507,377 4,419,933 8,927,310 
Giloalhiave (@) occcoccc 4,018,405 4,108,021 8,126,516 


There are many other ports of considerable prominence for 
one reason or another, which fall below 8,000,000 tons for 
total figures. These include Dover, 5,160,156; Glasgow, 
4,798,826; Southampton, 4,219,305; Boston (d), 5,263,002; 
Philadelphia (d), 4,665,059; San Francisco (qd), 1,734,420; 
Havre (a), 6,578,103; St. Petersburg (a), 3,131,398; Copen- 
hagen (a), 5.396,332; Naples (a),7,428,891; Malta (a), 7,436,- 
517; Alexandria, 6,347,029; Aden (e, *), 5,957,722; Bombay (e), 
3,128,304; Calcutta (e), 3,270,683; Cape Town (c), 6,874,682; 
Yokohama, 6,517,922; Nagasaki, 5,385,248; Valparaiso (a), 
1,947,000; Buenos Aires (c), 7,470,437; Rio de Janeiro (a, b), 
6,205,015; and Havana (a), 4,407,665. 

It will be noticed that a number of ports have changed 
places in order of size. New York, which was second in the 
first list, has now become first by a large margin, while Hong 
Kong, Antwerp, London and Hamburg, following in the 
order named, are having a close fight for pre-eminence in this 
respect. It should, of course, be noted that the figures are 
not all of the same date, and that in consequence some allow- 
ance must be made. For instance, the figures for New York 
are latest of all, and hence should be discontinued to a certain 
extent to put them on a par with the others. The great 
growth indicated for this port, however, amounting to not 
less than 2,913,566 tons in two years, represents the very large 
increase of 15.4 percent during this period. This is a higher 
figure than the rates of increase of any of the others among 
the four or five leaders, and would seem to indicate that this, 
the only port in the United States which has a foreign-going 
tonnage movement of more than 6,000,000 tons per annum, 
has become the premier port of the world, and, unless all 
signs fail, will continue to hold this position for some time to 
come. 


* Excluding junks and other native craft. 


a, 1905; b, all tonnage, foreign and coasting; c, 1904; d, year ended 
June 30, 1907; e. year ended March 31, 1906. 


JANUARY, 1908. Y 


‘International Marine Engineering 7) 


THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY F. WALKER, M. I. E. E. 


Both heating and ventilating have only within recent years 
received serious consideration, either ashore or afloat. On 
shore heating has been confined, in the United Kingdom, 
almost universally to open coal fires, and ventilation to open- 
ing windows and doors. In America and Canada, heating on 
shore has been more seriously studied for some considetable 
time, because of the more severe conditions of climate at 
certain times of the year. With the comparatively mild win- 
ters of the United Kingdom, a well warmed room in cold 
weather has been sufficient for most individuals. In parts of 
America, and practically the whole of Canada, the severe 
winters have obliged householders to provide means of heat- 
ing, not only living rooms, but passages, halls, etc., and this 
has led gradually to the development of the improved forms 
of heating and ventilation that are now common on both sides 
of the Atlantic. 

The same remarks apply practically to heating and venti- 
lating on board ship. In the great majority of cases until re- 
cently, and in a very large number of ships, particularly in 


FIG. 1.—CABIN OF AN OHIO RIVER TOWBOAT, SHOWING THE OLD FORM 
OF CLOSED HEATING STOVE AND PIPE. 


small craft, even now, just as in large numbers of private 
houses on shore in the United Kingdom, heating has been ac- 
complished either by the familiar stove, standing in the middle 
of the mess room, with its chimney passing up through the 
deck above, as shown in Fig. 1, a cabin on an Ohio river tow 
boat, or in certain cases through the side of the ship. In the 
saloons of passenger steamers, and the mess rooms of the 
executive officers in the better class of tramp steamers, the 
iron stove has been displaced by the fireplace, built into a fire- 
proof recess, similar to those employed on shore. Ventilation 
on board ship has been confined to opening ports and hatch- 
ways when the weather allowed, assisted by an occasional 
windsail, and by ventilators leading from the different messes, 
saloons, etc., to the upper deck. 

The advance of modern science, and particularly the advance 
of medical science, has shown this method of ventilation, or ab- 
sence of ventilation, to present very grave dangers to those on 
board who have to remain below; in emigrant ships, for in- 
stance, in which large bodies of men, women and children, 
often of all nationalities, often of not too cleanly habits, often 
again of not too robust health, have been confined between 
decks, with very little air from outside penetrating to them 
whenever the weather was sufficiently bad to oblige ports to be 
shut and hatchways to be closed. 

Modern medical science teaches that in such cases diseases, 


i 


sometimes unknown to their possessors, are rapidly propa- 
gated. It is now known that diseases are communicated by 
minute organisms variously known as bacilli and bacteria, and 
these breed rapidly under the conditions named. The same 
kind of thing rules on shore, where large numbers of men and 
women are confined in small spaces, badly ventilated, as in 
some of the workrooms, etc., that were common not long since 
in the east end of London. In addition, it is well known that 
consumptives are frequently sent to sea with the idea that the 
sea air will arrest the progress of the disease, and if there be 
any of these among the passengers confined between decks in 
bad weather, the results can only be the making of additional 
consumptive patients. Air is to bacilli, and to the various 
emanations from unhealthy subjects, what water is to dirt. 

Water, we know, if properly applied, dissolves dirt and other 
noxious substances, and if allowed to do so, will carry them 
away. One reason why Englishmen and Americans are so 
generally healthy and so usually vigorous is because they 
are fond of water. Some of the other nations of the conti- 
nent of Europe, as we know, and particularly some of those 
from whom large portions of the emigrants are drawn, are not 
so fond of water, and the consequence is they bring to the 
steerage quarters germs that, if allowed under the conditions 
named, will breed disease, even where it is not already present 
or incipient. 

There are two methods of ventilating that may be applied 
both to buildings on shore and to ships afloat. One corre- 
sponds to the weekly thorough cleaning that the good house- 
wife bestows upon every room in the house. As we are some- 
times painfully aware, every object in the room is displaced, 
and every corner is subject to the vigorous cleaning process, 
under which disease germs cannot exist. Similarly to rooms 
on shore, the tween decks, cabins, etc., afloat may be cleansed 
by throwing them open to a vigorous current of air, when the 
weather allows, by opening all hatchways, all ports, and 
moving everything and seeing that the air current penetrates 
to every corner, just as the housewife’s broom does in the 
cleansing process. 

The other method, which is more rational, and which modern 
science has approved, is to direct a current of air from the 
place where it is to be obtained in its purest form into each 
living room, as far as possible into each corner of it, and to 
carry it away in a direction different from that at which it 
entered, carrying with it the disease germs, the emanations 
referred to, and the carbonic acid that has been formed by the 
breathing of the occupants of the quarters, and also in minute 
particles of dust that may be present. Certain conditions are 
necessary in connection with the ventilating air current, just 
described. It must be a very gentle current that cannot be 
felt, except under special conditions, such as when passing 
through the tropics. In temperate climates what is known as 
a draft must be avoided, and that is one reason why the ven- 
tilation of houses is somewhat difficult. By a draft is under- 
stood a current of air passing through a room or living place, 
such as a cabin or mess room, at such a velocity that the heat 
of the body is carried off more rapidly than the circulation of 
the blood, and the chemical action of the food, etc., supplies it, 
with the result that persons subjected to the draft catch cold. 

The rationale of the process is as follows: Air, when 
passing over any object at a higher temperature than itself, 
abstracts heat from it, every cubic foot of air passing over 
(say) a human body abstracting a certain quantity of heat, in 
proportion to the difference of temperature between the air 
and the body, and in proportion to the velocity at which the 
air travels, up to a certain limit. In addition, as we know, the 
human body is constantly perspiring and there is always a 
minute film of moisture present on the skin. The quantity of 
moisture present, due to this cause, varies with the individual. 
Some persons perspire very freely, others hardly at all. Again, 


8 International Marine Engineering 


JANUARY, 1908. 


everyone perspires more when the weather is warm than 
when it is cold, and again more under exertion than when at 
rest. In any case, the air current, passing over the body, 
converts the moisture present on the skin, and which pene- 
trates through the clothes, etc., into vapor, and in doing so, 
extracts heat from the body. Water and other liquids, it will 
be remembered, can assume the form of vapor only by absorb- 
ing into themselves a certain definite quantity of heat. When 
the perspiration upon the body is transformed into vapor, 
nearly the whole of the heat required to enable it to become 
vapor is taken from the body itself. This is the reason why 
perspiration is so good in hot climates, and why doctors, and 
those who are accustomed to the tropics, are so insistent upon 
the production of perspiration. In the tropics one frequently 
hears “old stagers” say they feel all right as long as they can 
perspire. The evaporation of the vapor cools the body, and a 
gentle current of air, passing over the body, accomplishes this. 


20 


18 ! 


16 


i 
> 
| 


— 
we 
r 


ioe) 


Weight in Grains per Cubic Foot 
a S 
IL 
| 


0 10° 20° 30° 40 50° 60 70 80° 90° 100° 
Temperature Fahrenheit 


FIG. 2.—CAPACITY OF AIR FOR VAPOR, AT VARIOUS TEMPERATURES. 


In temperate climates, however, and in cold climates, where 
it is required to keep the heat in the body, a draft of air pass- 
ing over it tends to cool unduly the particular part over which 
it passes, and to produce the unpleasant feelings we know as 
catching cold. Consequently, one of the first requirements 
is that the velocity of the air in temperate climates should be 
such as not to be felt. In the institutions on shore, for in- 
stance, which have adopted mechanical systems of ventilation, 
it is impossible to tell, without making special tests for the 
purpose, that any air current is passing. 


SPECIAL REQUIREMENTS ON BOARD SHIP. 


The requirements of ventilation and heating on board ship 
are different in a great many cases from those on shore. On 
shore, even in countries where there are large variations of 
temperature, as in the United States, Canada, Russia, etc., dif- 
ferent temperatures are confined to certain parts of the year. 
Thus, during certain months of the winter, a very low tem- 
perature rules, while during certain other months of the sum- 
mer a high temperature may rule. In such countries as the 
United Kingdom, the variation of temperature is usually very 
gradual, indeed. On the other hand, a ship trading (say) be- 
tween Liverpool or New York and the Cape of Good Hope, or 
between Liverpool or New York and San Francisco, will ex- 
perience wide differences of temperature in very short periods 


of time. Thus, supposing the ship leaves either: Liverpool, 
New York or Boston in the depth of winter, for San Fran- 
cisco, the temperature will at first be very low; it will grad- 
ually increase until in the tropics it will be very high. It will 
again decrease, and in the neighborhood of Cape Horn may be 
very low again, gradually increasing once more as she makes 
her “northing,’ and so on. 

Further, there is a very important matter that has to be con- 
sidered in connection with the ventilation of ships which pass 
through the tropics, and of others which go to other climates, 
viz., that of the humidity of the atmosphere. Humidity, as we 
know, varies considerably, and the variation has a very im- 
portant bearing upon the effect of a current of air upon the 
human body. It was mentioned above that in the tropics, for 
instance, if one is perspiring, a gentle current of air has a 
cooling effect, by evaporating the perspiration, but this is only 
on condition that the atmosphere itself is not already saturated 
with moisture, as it is at certain times of the year,and as it may 
be quite easily between decks at almost any time. The capacity 
of the atmosphere for moisture varies with its temperature, 
according to the curve shown in Fig. 2. It will be noticed that 
the capacity for moisture goes up very rapidly after a tempera- 
ture of 40° F. is reached. Thus, at 40° F. its capacity is 3 
grains per cubic foot; at 60° F., 6 grains; at 80° F., 11 grains, 
and at 100° F., 20 grains. Dry air, therefore, at a high tem- 
perature has a larger capacity for moisture than dry air at a 
lower temperature. 

But the ability of the atmosphere to evaporate moisture from 
any substance, or body of liquid, depends very largely upon 
its Own condition of saturation. Thus, if it is already fully 
saturated with moisture, no evaporation will take place from 
the body over which it passes, and under certain conditions, 
deposit of moisture may even take place from the atmosphere 
onto the body. The question whether moisture shall be evap- 
orated from any body, or be deposited from the atmosphere on 
the body, depends upon the tension of the vapor issuing from 
the body, as opposed to the tension of the vapor present in the 
atmosphere. The tension of the vapor in the atmosphere de- 
pends upon its degree .of saturation, while the tension of the 
vapor issuing from the body depends upon its temperature. 

Hence, when the atmosphere is in the condition we know as 
“muggy,” that is to say, when it is saturated with moisture, as 
it is in the tropics just before the rainy season, and as it may 
easily be between decks, and particularly in the stoke hold 
under certain conditions, even with a ventilating current pass- 
ing, the cooling effect that should be obtained is not present. 
On the other hand, with a warm, dry air, used as a ventilating 
current, and having a large capacity for moisture, as explained 
above, the evaporation from the body, even with a compara- 
tively gentle air current, may be so great as to produce a 
serious cooling effect, though the air itself is comparatively 
warm. Hence, where a ventilating air current is employed, in 
temperate or cold climates, it may be necessary to add mois- 
ture to the air current, in order that the cooling effect, owing 
to the possible evaporation from the body, may be reduced. 
It will be understood that while in a hot climate, warm, dried 
air passing over warm bodies produces a delicious cooling 
effect; in temperate or cold climates, during the cold season, 
the same warm dry air may produce an undue cooling effect, 
a cooling effect that is undesirable, for the same reason, owing 
to the evaporation of the perspiration. Hence it is necessary 
in some cases to add moisture to the air current. It is an 
axiom among heating and ventilating engineers that a moist 
air current of comparatively low temperature is “warmer” than 
a dry air current of a higher temperature. 


DIFFICULTIES PECULIAR TO SHIP WORK. 


One of the difficulties in connection with both heating and 
ventilating on board ship is the fact that in bad weather the 


JANuARY, 1908. 


International Marine i; Engineering 9 


ship “knocks about.” There may be said to be two distinct 
problems before the heating and ventilating engineer in ship 
board work, viz., that presented by the ordinary ship, which 
behaves like a cork when there is a sea on, and that presented 
by the modern ship, which keeps a practically even keel. 
Modern naval architects who have designed warships, and 
those who have designed ocean liners, have both striven after 
the same thing, a steady platform under all conditions, but for 
totally different reasons. 

A steady platform is required by the modern warship in 
order that the guns may be properly fought. In the battle of 
the Sea of Japan, it is stated that the Russian gunners were 
very much handicapped by the fact that their ships, being 
‘very heavily loaded with coal, and not being designed to keep 
an even keel, rolled very much in the heavy sea that was on, 
while the gunners were not practiced in firing with the ship 
rolling. Even the most practiced gunlayer cannot do so well 
with a ship rolling as with a ship steady, and hence every 
effort has been made, and with apparently considerable success, 
to provide a steady platform. The naval architects who have 
designed the ocean liners have striven after the same results, 
and with apparently almost equal success, in order to neutralize 
the effects of mal-de-mer. With the increased ocean traffic, 
particularly between the United Kingdom and America, the 
ship which can carry its passengers, even through a gale of 
wind, with little danger of sea sickness, commands the largest 
share of the traffic. ; 

Evidently, ventilating and heating problems are very much 
simpler in these ships than in those which knock about, and 
the more a ship knocks about, the more difficult are the two 
problems. One hears tales of ocean tramps, generally of the 
older type, rolling so badly, if there has been any sea on, that 
the galley fire could not be lighted, say between Bilbao and 
Cardiff,and so on. The additional difficulties presented by a roll- 
ing ship in the problem of ventilation and heating will be dealt 
with later on, but meanwhile it will easily be understood by 
anyone who has sailed in a ship which rolls very much that 
everything is very much strained. In old wooden ships it 
was quite common to see the ship’s side bend inwards, as that 
side rolled downwards, the resilience of the timbers assisting 
to bring her up again. The iron shells of modern ships have 
not the resilience of the old wooden ships, but they must give 
to_a certain extent, and every roll and every pitch strains every 
bolt, duct, etc., and produces eddies in water, air, and so on, 
that are used for heating and ventilating. 

Another difference that arises between ventilating on shore 
and ventilating on board ship is the air current created by the 
passage of the ship through the water. On shore the wind 
thas to be taken into account in designing systems of ventila- 
tion for buildings, and the wind must also be taken into 
account in connection with ship ventilation, and in some cases 
with heating, but the passage of the ship through the water is 
‘constant, and by itself it creates a powerful ventilating cur- 
rent. For instance, the maximum velocity of air in the ordi- 
nary ventilating air current on shore is 5 feet per second, and 
many ventilating engineers. prefer even the lower velocity of 
3 feet. The tramp steamer, running at from eight to ten knots, 
produces an air current of from 13 feet to 17 feet per second; 
at 16 knots, which is a very common speed at the present 
day, the velocity of the air will be 27 feet per second; while 
that of the Lusitania is somewhere in the neighborhood of 40 
feet per second. 


In hot climates, the air current produced by the passage of | 


the ship will be very useful, indeed, in cooling the air between 
decks, etc., but in cold climates, and in particular in those 
regions in which whaling ships, sealers, etc., have to cruise, the 
air current is a very serious matter, and must be warmed, as 


will be explained, and possibly humidified, before being allowed - 


to penetrate between decks. 


Te 


Ventilation of ships has one important advantage over venti- 
lation on shore in some cases, notably in some of the large and 
smoky towns, inasmuch as there is no difficulty whatever in ob- 
taining absolutely pure air, rich in ozone, the most powerful 
oxidizing agent available, and there is a complete absence of 
any necessity for cleansing the air. On shore, in large towns, 
one of the most important matters in connection with the 
ventilation of public buildings consists in the purification of the 
air. Various devices are employed, and in all of them the 
quantity of dirt,—of black coaly matter such as steamers too 
often have distributed over their decks when burning bad 
coal,—that is deposited in the receptacle provided for it, is 
astonishing. 

(To be continued.) 


THE CUNARD STEAMSHIP MAURETANIA. 


Our description in October of the Lusitania will apply 
almost equally well to her sister ship. The difference be- 
tween the two ships from a fundamental point of view is 
slight, but a number of minor differences, and particularly 
differences in the decorations, have been made. The present 
ship was built by Swan, Hunter & Wigham Richardson, 
Limited, Newcastle-on-Tyne, and has been supplied with 
propelling machinery by the Wallsend Slipway & Engineer- 
ing Company, Limited. The general dimensions are as fol- 
lows: 


ILENE OWS? alll, ccoacoocssososo00c 790 feet 

Length between perpendiculars. .. 760 feet 
Breadthwemoldediieeneritracertre 88 feet 
Depthasnroldediiereerereenrcccenr 60 feet 6 inches 
GROKS WOME ooococvcconvsa0000 33,200 


IWicaia IonGl GEES oooocc0cc000d000 

' Corresponding displacement in 
tons 
Designed horsepower 
Contract speed (one round trip 


per year) 24.5 knots 


It is thus seen that the vessel exceeds the Lusitania in 
depth by 1% inches, and in gross tonnage by 700. Pro- 
vision is made for 2,165 passengers and a crew of 938, 
making a total of 3,103. Of the passengers, 563 first class are 
carried in 253 staterooms, 35 of which are each for one 
passenger only; 464 second class passengers are carried in 
133 staterooms; while the third class, 1,138 in number, are 
carried in 278 rooms with from two to eight berths each. 
The seating accommodation of the various dining saloons 
are 470 in the first class, 251 in the second class and 520 in 
the third class. 

While externally and internally the Lusitania and the Mau- 
retania are similar in the main features of their design and 
arrangement, there are differences in detail that are readily 
apparent. What most strikes one.on approaching the Mau- 
retania is the difference in the overhead deck erections. 
Where the Lusitania has square trunks with hinged covers 
for the ventilation of the stokeholds, the newer ship has wide- 
mouthed ordinary cowls, and as they are a good deal higher, 
they somewhat enhance the appearance of the vessel. Then, 
again, the promenade deck and also the boat deck above 
project over the shelter deck by about two feet for nearly 
three-fourths of the length of the vessel. This, on the two 
decks on which this arrangement has been carried out, makes 
a very appreciable addition to the free space for promenading 
on both sides of the ship. 

Internally, while the arrangement of the various apart- 
ments is almost identical in the two vessels, there is an entire 
contrast in the architectural treatment. and decoration. 


10 International Marine Engineering 


JANUARY, 1908. 


Speaking broadly, the prevailing aspect of the public rooms 
in the Lusitania is one of lightness and brightness, the out- 
come of a liberal use of light-colored enamels and gilt. In 
the Mauretania, on the other hand, costly woods in their 
natural colors are relied upon for decorative effect, producing 
what might be described as an impression of handsomeness 
and substantiality. Both schemes of decoration are success- 
ful in their own way, and preference for the one or the other 


will differ according to the taste or temperament of the in- 


dividual. The dining saloon and upper saloon in the Mau- 
vetania are in oak in the Francis I. style, beautifully carved. 
In the main entrance hall and staircase the design is Italian 
renaissance, carried out in French walnut, and the same 
style in the same wood, with the addition of satinwood inlay, 
is used with fine effect in the smoking room. The library is 
done in sycamore of a beautiful grey shade, and is furnished 
in Louis XVI. style, and the same style is carried out in the 
lounge and music room in mahogany, with large tapestry 
panels flanked by duplicate pillars of grained marble. The 
staterooms and regal suites of rooms are variously treated in 
Adams, Georgian and Sheraton styles. 

Equal taste, and not much less expenditure, have been be- 


stowed on the second class accommodation, in which the 
dining saloon is in oak after the Georgian period, the draw- 
ing room in maple, in a modified Louis XVI.- style, the 
smoking room in mahogany, and the lounge and entrance 
hall in polished teak. A new feature in the second class 
accommodation is a large deck shelter, which must add 
greatly to the comfort of the passengers in cold or stormy 
weather. In their degree, the third class passengers have 


peeeacsces eee 


THE WRITING ROOM. 


THE SMOKING ROOM. 


also been liberally dealt with, both in their dining saloon and 
sleeping quarters, the latter being exceptionally large and 
airy, while the former is nicely finished in polished ash. 


THE MACHINERY. 

The ship is propelled by steam turbines of the Parsons 
type, some of the illustrations of which, before being fitted 
to the vessel, will be found in our issue of November, 1906. 
The total heating surface of the twenty-five boilers (twenty- 
three double-ended and two single-ended cylindrical) is 159,- 
000 square feet (3.65 acres) ; the grate surface is 4,060 square 
feet, and the boilers are fitted for Howden’s forced draft. 
The boilers have shells of high tensile steel, and discharge the 
products of combustion into four elliptical funnels with outer 


JANUARY, 1908: 


International Marine Engineering II 


casings measuring 26 feet fore and aft and 19 feet athwartships. 
The.192 furnaces are of the Morison suspension type, built by 
the Leeds Forge Company. Each furnace has a separate com- 
bustion chamber. 

The turbine rotor wheels, which are usually two in number, 
one at each end of the drum, are supplemented in this case by 
two inner wheels to stiffen the drum in its great length. The 
line shafting has a diameter of 22 inches, but in the bearings 


& 
‘ 


THE MAURETANIA AT FULL SPEED AT SEA, 


it is increased to 36 and 52 inches, a conical section being 
interposed. The bearings are about 5 feet in length. The 
propellers have a pitch of about 16 feet, and operate at a 
slip of about 15 percent. 

The disks and gudgeons, as well as the shafts and drums 
of the turbines, were made of Whitworth fluid pressed steel, 
all stiffeners being solid and integral with the drums, with 
the idea of getting maximum strength and rigidity with mini- 
mum weight, and also to avoid distortion or straining in 
heating up or cooling down. The high-pressure drums are 
96 inches in diameter, and the rotors, including bearings, are 
45 feet 8 inches long. The blades, in eight stages, vary 


SHOWING THE 


from 2% to 12 inches in length. The low-pressure drums 
are 140 inches in diameter and 48 feet 2 inches long, with 
eight stages of blades, varying from 8 to 22 inches in length. 
The astern turbine drums are 104 inches in diameter and 30 
feet 1 inch long, with blades from 2 to 8 inches, in eight 
stages. 

In the rotors and lower half casings the usual method of 


fitting blades has been followed. This consists in first fitting 


ARRANGEMENT OF VENTILATORS AND FUNNELS. 


a fixed stop piece, which sets the correct blade angle. This 
is held in position in the rotor groove by means of a steel 
wedge. The first blade and packing piece are then inserted, 
and, after a number are in position, the set is tapped up with 
a hammer and tool and afterwards calked. The blades are 
held together and stiffened by wire binding, the brass wire 
being fitted into a small saw cut near the upper end of each 
blade, and passing on to the successive blades in turn. This 
forms a brass ring extending around the circle of blades 
near their upper end. In longer blades two such rings are 
employed, and in the 22-inch blades of the low-pressure tur- 
bines are three sets of wires. A fine copper wire is lashed 


12 International Marine Engineering 


around each blade and its brass binding wire, to hold every- 
thing solidly in place, and the entire connection brazed over 
by means of silver solder. 

The turbine blading in the upper half of the casings is on 
the Willans & Robinson system. “The blade roots are fitted 
into two solid half rings, which are accurately divided off by 
machine cuts, and thus give uniform adjustment to the blade 
pitches and angles throughout. At the outer ends or tips the 
blades fit, by means of a tang, into a channel-shaped brass 
ring or shroud. The blading is completed independently in 
two or more sections before being fitted into the casing. The 
channel-shaped shroud can be adjusted to reduce the tip 
clearance and, should fouling occur, the channel ring would 
wear away and give its own clearance, or would perhaps bend 


January, 1908. 


spare anchor was torn loose, and it is estimated that the 
total loss in time occasioned by this and the storm aggre- 
gated seventeen hours. As it was, however, the distance of 
2,780 nautical miles between Daunt’s Rock and Sandy Hook 
lightship was covered in 5 days 5 hours and io minutes, at 
an average of 22.21 knots. On one single day, however, the 
ship covered 624 nautical miles, which makes the day’s run 
at the rate of 24.99 knots. This is six miles more than was. 
covered by the Lusitamia in her highest day’s run, a few 
weeks previous, and makes a new record. During this run 
the Mauretania’s revolutions averaged 172 per minute, and 
did not exceed 180. On her trial trip, however, the revolu- 
tions reached as much as 194 per minute, the average speed 
for more than 1,200 miles having been a little more than 


BLADE 
PACKING PIECE 


A FULL-SIZED DETAIL OF ONE OF THE LOW-PRESSURE 


over, thus protecting the blades and eliminating the danger 
of biade stripping. It will be noted that in this system no 
separate packing pieces are required, and that the brass wire 
binding and upper wire lacing are required only in the case 
of the very long blades near the low-pressure end of the low- 
pressure turbines.”’* 

The numerous pumps and other steam auxiliaries include a 
large number by G. & J. Weir, Limited, Cathgart, Glasgow. 
Others are by W. H. Allen, Son & Company, Limited, Bed- 
ford; J. H. Carruthers & Company, Limited, Glasgow; 
Clarke, Chapman & Company, Limited, Gateshead-on-Tyne, 
and Brown Brothers, Newcastle. In addition, there are 
pumps by the Liverpool Engineering Company in connec- 
tion with the refrigerating plant, and pumps by J. Stone & 
Company, Deptford, London, for the Stone-Lloyd system 
of watertight bulkhead doors. Heating and ventilating is 
on the thermo tank system, by the Thermo Tank Ventilating 
Company, of Glasgow. Electric lighting is provided by four 
turbo-generators, each of 375 kilowatts, supplied by C. A. 
Parsons & Company, Limited, Heaton-on-Tyne. 

The stern frame and bracket casting for the two inner pro- 
pellers is a mammoth piece of work by the Darlington Forge 
Company, Limited, the weight being 104 tons. The strut 
frames for the outer propellers weigh together 48 tons, while 
the rudder, with an area of 420 square feet, weighs 63% 
tons. The stem bar and stem foot piece are respectively an 
ingot steel forging weighing 814 tons, and a cast steel mem- 
ber of 1% tons. 


There are twelve transverse bulkheads, and intermediate. 


wing bulkheads are fitted in the side bunkers, dividing them 
into spaces about 4o feet long. Including the double bot- 
tom, there are altogether 175 watertight compartments. For 
a distance of nearly 350 feet alongside the boilers, the ship 
has a complete inner and outer skin, not only on the bottom, 
but also on the sides, being in this respect similar to warship 
construction. 

The maiden trip (Nov. 16 to 22) of this ship was unfor- 
tunate by reason of tremendous seas due to a heavy gale. A 


* J. W. Sothern: The Marine Steam Turbine. 


Binks 


BLADES IN THE MAURETANIA, WITH SECTION OF PACKING PIECE.* 


CHANNEL 
RING—» 
SHROUD = 
CALKING TAPERED 
RINGS PACKING 
SECTION 
RING 


VLLLLLLLLLLL) 


WILLANS & ROBINSON BLADING OF STEAM TURBINES. 


twenty-six knots. During a portion of this time the speed 
was 26.75 knots, and one run of 300 miles is stated to have 
shown no less than 27.36 knots, by far the highest speed ever 
shown by any vessel over 300 feet in length. 


Of 307 steamers arriving at the port of New York from 
other lands during the month of November, only 37 were 
American. No less than 114 flew the British flag, 58 were Ger- 
man, 28 were Norwegian, 15 were French, 11 were Italian, and 
10 were Dutch. Coastwise traffic accounted for an additional 
208 steamers, all being American, and for 341 sailing vessels, of 
which 6 were barks and 335 schooners. The sailing vessels. 
from foreign lands numbered only 69, of which 56 were 
schooners (38 British and 18 American). The total arrivals at 
the port numbered 925, or an average of 31 per day; of this 
number, 515, or 17 per day, were steamers, and 410, or 14 per 
day, were propelled by sails. The large use of sails in coast- 
wise work is shown by the fact that 62 percent of the arrivals 
were sailing vessels, as compared with only 18 percent in the 
foreign trade. 


JANUARY, 1908. 


International Marine Engineering 13 


FIFTEENTH ANNUAL MEETING OF THE SOCIETY OF 
NAVAL ARCHITECTS AND MARINE ENGINEERS. 


This convention took place in the Engineering Societies 
Building in New York on Thursday and Friday, Nov. 21 and 
22, 1907. The first session was called to order by the presi- 
dent, Rear Admiral Francis T. Bowles, president of the Fore 
River Shipbuilding Company. The secretary-treasurer, in 
his report on the condition of the society at the close of the 
fiscal year, Oct. 31, 1907, showed a total membership of 8o1, 
as compared with 857 at the end of the previous year. By the 
admission of twenty-seven new members the present figure 
becomes 828. From the financial point of view, the society 
is in a flourishing condition, receipts during the year having 
aggregated $10,912 (£2,242). The total disbursements 
amounted to $10,663 (£2,191); included in these disburse- 
ments the sum of $5,505 (£1,131) accounted for the publica- 
tion of Volume XIV of the Proceedings. The present re- 
sources of the society, after writing off doubtful accounts, 
aggregates $26,694 (£5,485) with no liabilities against it. 
This shows an increase during the year of $1,799 (£370). 

The following elections of new members took place: 

Members (15).—Carlton B. Allen, New Rochelle, N. Y.; 
Ernest H. B. Anderson, New York; J. I. Chaffee, New York; 
Ole G, Halvorsen, Camden, N. J.; Peter Cooper Hewitt, New 
York; Robert Hunter Laverie, Mariner Harbor, N. Y.; 
George M. Magruder, San Francisco, Cal.; Lewis B. 
McBride, Navy Yard, New York; Yoshihiko Mizutani, Kure, 
Japan; Charles A. Parsons, Wallsend-on-Tyne; Robert S. 
Riley, Providence, R. I.; James M. Smith, Collingwood, 
Canada; Robert J. Walker, Wallsend-on-Tyne; Axel Welin, 
London; Louis Williams, Superior, Wis. 


Promotion to Member (6).—Harold Lee, Seattle, Wash.; 
Harold W. Patterson, New York; James G. Purdy, New 
York; John A. Spilman, Bath, Me.; Henry R. Sutphen, 
Bayonne, N. J.; Allen D. Woods, Jersey City, N. J. 

Associates (4).—Bentley Gardiner, New York; Holden C. 
Richardson, Newport News, Va.; Clayton M. Simmers, 
Puget Sound, Wash.; Henry A. Wise Wood, New York. 

Juniors (8).—Frank E. Bagger, Brooklyn, N. Y.; John C. 
Burkhard, Ithaca, N. Y.; Constantine D. Callahan, San 
Pedro, Cal.; Fayette A. Cook, Ithaca, N. Y.; Wayne T. 
-Dimm, Newport News, Va.; Dayton E. Herrick, Newburg, 
N. Y.; Harry A. F. Lynx, New York; Fritz A. Postel, Ithaca, 
ING WG 

In connection with the death during the year of Mr. 
Charles H. Haswell, one of the two honorary members of 
the society, the president appointed a committee, consisting 
of Messrs. Stevenson Taylor, Lewis Nixon, W. M. McFar- 
land, Col. E. A. Stevens and Captain W. J. Baxter, to draw 
up suitable memorial resolutions. The other honorary mem- 
ber, Sir William White, K. C. B., was represented by a 
letter to the society, in which he regretted his inability to be 
present. The exercises terminated in the annual banquet at 
Delmonico’s, on the evening of Nov. 22. 


PAPERS READ THURSDAY MORNING. 


No 1.—An Experimental Investigation of Stream Lines 
Around Ships’ Models. 


BY D. W. TAYLOR, NAVAL CONSTRUCTOR, U. S. N. 


(This paper will be found at page 20.) 


DISCUSSION. 


William Hovgaard.—In connection with the stream lines 
it would seem that the location of the bilge keel might be 
largely dependent upon the flow of water around the sides 
and bottom of the vessel. In a torpedo boat some years 
ago we had difficulty in placing these keels, because of the 


greatly increased resistance. They were placed on a diag- 
onal of the ship, and were located first amidships and then 
pretty well forward. In the latter position, it was found that 
they decreased the speed of the ship from 22.5 to 21 knots. 
It would appear from the present paper that they must have 
been across the line of flow of water. 

H. C. Sadler.—It is interesting to note the rapidity with 
which a particle from near the surface of the water reaches 
the bottom of the’ship, this being in the case of the cruisers 
at from 25 to 30 percent of the length, and in the slower and 
fuller vessels at 12 to 18 percent.. Astern, in the shallow 
types of vessel, the flow is seen to be nearly horizontal, while 
the deeper types have here a diagonal flow. 

A. A. Packard.—It would be interesting to know how the 
increased length of stream lines increases the resistance and 
the theoretical coefficient of friction. The efficiency of the 
propeller must also be affected by the direction of these 
lines, because the water is not flowing to the propeller in the 
direction of propulsion. In small fast boats it seems now to 
be the practice to fit a center keel instead of bilge keels. 
This makes very slight addition to the resistance, and is 
quite effective in overcoming rolling. 

Frank B. King.—In connecting with the bilge keels, it would 
be interesting to know something about the direction of flow 
of water particles at a distance of two or three feet from the 
side of the ship. 

D.W. Taylor.—tit will be noted that the water flowing along 
the bilge of the ship is not in contact with any part of the 
ship near the bow. All the bow particles seem to seek the © 
bottom of the vessel, and that touching the bilges comes from 
outside. Experience in the navy has shown that the re- 
sistance of a bilge keel is about equal to that theoretically 
due to its wetted surface, or even in some instances less. 
These bilge keels are in a plane which intersects the central 
vertical plane of the ship somewhere above the load water 
plane. As to the determination of the stream lines at some 
little distance from the ship, this was tested at the stern by 
means of a silk mesh coated with sesqui-chloride of iron, 
the result showing that the lines formed around the hull were 
carried some little distance out in about the same form. 

Regarding the efficiency of the propeller in stream lines 
making such an angle with the direction of motion, it may 
be said that a slip angle of 10 degrees is quite unusual in the 
propeller itself, and that as a result inclinations of lines of 
15 degrees would give a negative slip for some part of the 
revolution, and a very excessive slip for the rest. In such a 
case a horizontal shaft would give virtual inclination be- 
tween the propeller axis and the lines of flow, due to the 
fact that the water is rising aft. 


No. 2.—Some Experiments on the Effect of Longitudinal 
Distribution of Displacementfupon Resistance. 


BY PROFESSOR HERBERT C. SADLER. 


ABSTRACT. 


The object of the investigation was to determine the effect 
of distribution of displacement only. With this end in view, 
the length, breadth, drafts, coefficients of form, and hence 
displacement, were kept constant throughout the series. A 
set of lines representing one of the existing transatlantic in- 
termediate type was taken as a basis or mean form. In 
general, the two extreme forms represent: First, a vessel 
with 4o percent parallel middle body, and hence rather fine 
ends; and second, a vessel with no middle body and rather 
fuller ends;the midship section being the same for all types. It 
may be remarked that none of the forms is particularly ex- 
treme or beyond the pale of practicability. 

Although it is not safe to draw general conclusions, the re- 
sults of the above experiments for this particular form may 


4 International Marine Engineering 


JANUARY, 1908. 


be summarized briefly as follows: With a given set of di- 
mensions, length, breadth, draft and with a given displace- 
ment, it is advantageous, so far as the forebody is con- 
cerned, to use a comparatively long middle body and fine 
bow. In the after body, however, better results seem to 
be obtained by adopting a form with a more gradual diminu- 
tion of area from the midship section aft. The action of the 
propeller should not be lost sight of in the design of the 
after body, but, in the series under discussion, it will be 
noticed that the form of the after body and shape of the 
waterlines give a fairly easy form, even in the case of the 
fullest shape. 
DISCUSSION. 


A. A. Packard—tThe results of this paper show that we 
can readily vary the relation in fineness between bow and 
stern, with the dual result of providing easier propulsion and 
a cheaper form to build. 

D. W. Taylor.—In the work at the model basin in Washing- 
ton we first made elaborate preparations for recording the 
contours of waves upon the models tested. In all our ex- 
periments, however, we have found that we could draw 
very little information from the wave forms, and hence we 
have practically discarded the idea. The curve of resistance 
is all that we can use in analysis. For instance, in com- 
paring the waves shown in this paper for various forms of 
bow and stern, it would seem that the wave for a fine bow 
and full stern, as well as for fine bow and fine stern, should 
give much higher resistance than that for full bow and full 
stern. As a matter of fact, however, the result is quite the 
reverse, and in some cases the resistance figures up for the 
full form, showing the least wave, more than double what it 
does for the others. 

H. C. Sadler—Our object in measuring waves was to make 
some comparison between the positions of crests and the 
wavy form of the resistance curve. With regard to the form 
of model, it was found that fining away the ends gave much 
better results than a longer and more gradual running out of 
the lines. 


No. 3.—Further Tactical Considerations Involved in 
Warship Design. 
BY COMMANDER A. P. NIBLACK, U. S. NAVY. 
ABSTRACT. 

To properly handie a fleet in the approach to the attack and 
in action there is certain information which it is important 
to easily and quickly ascertain, and certain orders or infor- 
mation which must be transmitted to the other ships or to 
other persons in each individual ship. These may be con- 
sidered under three heads: (1) Interior communication; (2) 
Exterior communication (signaling); and (3) Tactics. 

The proper point of view for the average line officer should 
be to make the most of the ships as they are. There is too 
little battle practice, as if im battle, to enable anyone to pro- 
nounce our present arrangements defective, except in minor 
details. Gunnery is the best test of ordnance. Battle tac- 
tics is the best test of the battle qualities of our fleet. There is 
to-day in our navy a tendency to formulate tactics rigidly on 
the basis of rectangular movements. At the risk of being 
heretical, after so many years of being very orthodox, the 
writer is inclined to believe that, in “sparring for position” 
in the approach to the attack, oblique movements have a 
possible use, rare it is true, but sufficient to justify a recogni- 
tion of their not being altogether anathema. 


DISCUSSION. 


William Hovgaard.—Ilt seems almost an axiom that no one 
of importance in a battleship engagement should be outside of 
the armor protection. In the battle of the Sea of Japan the 
flagship Swvoroff was put out of action almost entirely by 


s 


shell fire. These shells were very sensitive and carried heavy 
charges. They were readily exploded by contact with even 
the slightest sort of resistance, and gave rise to a perfect hail- 
storm of splinters, besides the effects of blast and the genera- 
tion of such heat as to set fire to anything inflammable in the 
vicinity. It seems to me that the conning tower of the future 
will have to be two stories high, with the ship controlled from 
one story and the guns from the other. It will be larger and 
much heavier than at present, and will have radial shields for 
minimizing danger from splinters. 

Lewis Nixon—The position of the officer in command will 
probably be directed by the exigencies of the moment. Non- 
magnetic armor will have to be provided, in order that the 
compass may be placed within its protection. 

The present boiler and line of piping under heavy pressure 
must go. The operation wears out the men and presents 
very serious problems, in addition to the danger. The use of 
crude oil as a fuel saves the men, but does not solve the other 
problems. We must do away with cumbersome uptakes and 
funnels, and with all necessity for such excessive ventilation 
as is now required to keep the temperatures below at a 
livable figure. The internal combustion engine, coupled in 
the case of larger vessels with the gas producer, is a splendid 
solution, and is one which is already at hand. The heat of 
the exhaust can be put to many uses, notable among which 
might be mentioned the distilling of sea water for the use 
of the crew. It is understood that steam turbines have not 
solved the problem of reducing weights, but that in many 
cases they are actually heavier than the engines they have 
displaced. 

P. Hagstrom.—Battleship and cruiser turbines have turned 
out to be lighter than their corresponding reciprocating en- 
gines. With destroyers there is not much saving. When 
cruising turbines are fitted, there is required a considerably 
greater length than with reciprocating engines, but not so 
much height. 

F. T. Bowles.—In spite of what is said against the turbine, 
it must be remarked as a matter of common knowledge that 
the turbine has done and is to-day doing what no other en- 
gine ever built has ever done. 

A. P. Niblack—Steering gear, as at present fitted to the 
American navy, is probably as good as any in the world. At 
the same time there are frequent cases where a ship has to 
drop out of station for repairs to the gear, lasting often not 
longer than ten minutes. The great disadvantage in the use 
of screws turning inboard is that they make the vessel steer 
badly. Range finders, as at present fitted, jar out of posi- 
tion under the shock of firing heavy guns. Even under such 
conditions, however, they remain good for attaining relative 
results; that is, for determining the relation between the 
range at one moment and that at some subsequent moment. 


PAPERS READ THURSDAY AFTERNOON. 


No. 4.—Submarines of Battleship Speed. 
BY MASON S. CHACE, i 


ABSTRACT. 


Existing types of submarines used in conjunction with 
mines tend to limit the rdle of the battleship in wars of the 
future to fighting on the high seas. If submarines are to 
fight battleships at sea and to threaten their existence, they 
must be of a type which possesses a surface speed at least 
equal to that of the battleship, combined with sufficient en- 
durance to enable them to get within striking distance. 
Without such speed they will not be able to so place them- 
selves as to utilize their ability to fight as submarines. 

The military value of a fighting ship comprises many 
factors offensive and defensive, including speed and en- 
durance. Different percentages of the total displacement are 


JANuARY, 1908. 


assigned to each of these dependent factors in different 
classes of ships, variations in the distribution of the displace- 
ment differentiating one class of ship from another class. 
Within the limits of any one class these variations in weight 
distribution, from ship to ship, are comparatively small, but 
there still remain numberless possible combinations or com- 
promises which can be made. The rule of compromise ap- 
plies to large ships as well as to small ones, although often 
less apparently in the case of the former than in that of the 
latter. 

When submarines of small displacement are propor- 
tioned for high surface speeds, they can attain these speeds 
and also have sufficient battery power to do effectual sub- 
merged work. They must of necessity be vessels of limited 
endurance. A harbor or coast-defense submarine can do 
much work in the way of catching an enemy if it has a sur- 
face speed of 12 to 15 knots, of which the vessel making only 
10 knots is incapable. If high surface speeds, combined with 
great endurance, are desired for effective off-shore work, 
larger displacements are necessary. In such vessels it may 
be found advisable to fit triple screws, the central screw to 
be utilized for electric propulsion, and when cruising at an 
economical speed, driven by a small auxiliary engine; the 
auxiliary engine could also be used for charging the storage 
battery. 

DISCUSSION. 


William Hovgaard.—tIn a large boat it will be necessary to 
limit the depth of submergence of submarines on account of 
the prohibitive requirements for strength at great depths. 

W. D. Taylor.—Battleships have no antidote against the 
-submarine. All they can do is to run out of the way. The 
submarine is amply armored by the water in which she is 
immersed, and is practically immune from attack. In ex- 
periments on the resistance of submarines, certain models 
have shown critical speeds, on reaching which they would 
dive at once. This is supposed to have been the phenomenon 
which caused the loss of a French submarine some months 
ago. It should be noted, however, that these critical speeds 


are high, being about 1.3 V length. This is seen by the 
curves to be well beyond the final hollow in the resistance 
curve, and hence need not be apprehended for vessels of the 
usual design and construction. 

M. S. Chace.—It has been suggested to give the elliptical 
section of the hull forward a vertical major axis, while that 
aft could have a horizontal major axis. This would be par- 
ticularly applicable in case three screws were fitted. What 
the submarine needs in the way of speed is greatly increased 
speed on the surface of the water. The speed submerged 
is a matter of comparatively minor consideration, as is also 
the submerged radius of action. Surface speed, however, is 
absolutely required, in order that the submarine may get 
within striking distance of its enemy. 


No. 5.—Motor Boats for Naval Service. 
BY NAVAL CONSTRUCTOR L. S. ADAMS, U. S. N. 


ABSTRACT. 

Although this paper applies, primarly, to the introduction 
of motor boats into the naval service, and to gasoline engines 
of the lower powers, such as those in successful operation at 
the present time, a proposed gasoline (petrol) installation of 
much greater power will be of interest. The Standard Motor 
Construction Company has recently made a proposition to fur- 
nish a double-acting gasoline engine of 1,200 horsepower, con- 
sisting of two units of 600 horsepower each, coupled together, 
to be installed in the torpedo boat Mackenzie. This machinery 
will weigh about 10 tons less than the present steam equipment 
of 850 indicated horsepower, and there will be a further saving 
of about 6 tons in the weight of fuel. The present machinery 


International Marine Engineering 15 


weighs 29 tons, so that it is at once apparent what a propor- 
tionally large saving in weight will result from the substi- 
tution of the gasoline equipment. This fact alone makes the 
proposition worthy of the most serious consideration, not so 
much for any improvement that will result to the Mackenzie, 
as for the experience that will be gained from such an installa- 
tion in connection with future designs, where the possibilities 
for improvement in the boat as a whole are greater. 

On the other hand, it is believed to be an open question 
whether a gasoline installation of this magnitude can be made 
sufficiently safe. The danger of destruction of the boat from 
explosion or fire from an enemy’s shell is great, and may be 
considered by some sufficient to render the installation inad- 
visable. In order to overcome this as far as practicable, the 
gasoline tanks should be located low in the boat, and pro- 
tected by light armor, and the gasoline piping also should be 
carefully protected from possible damage from shell fire. 


DISCUSSION, 


R. C. Monteagle——Gasoline is dangerous, in spite of claims 
to the contrary. It may be ignited in the mouth of a can, and 
a blue flame will be the result. If there is no air in the can 
there will be no explosion, but under certain densities of vapor 
and certain relations between air and vapor an explosion 
would be sure to occur. A great danger is that from leaky 
joints. About the only way to obviate this would be by the 
use of double copper tanks and double copper pipes, both fitted 
with a minimum of joints. 

J. F. Craig—There would be no objection to carrying gaso- 
line on deck in steel tanks. It would, however, be out of the 
question in general to put it below, largely on account of the 
insurance risks. The gasoline engine, as usually built, is 
single-acting, and is a very hardy piece of mechanism, the 
only parts which are delicate being the carbureter and the 
igniter. 


No. 6.—High=Speed Motor Boats for Pleasure Use. 
BY HENRY R. SUTPHEN. 


ABSTRACT. 


Several manufacturers are now prepared to deliver from 
stock, or upon short notice, 18 and 25-mile motor boats 
equipped with gasoline (petrol) marine engines for pleasure 
use. The first fast boats produced were designed particularly 
for racing, and developed speeds of from 24 to 27 statute miles 
per hour, the hulls being of light construction and the engines 
of minimum weight. From the experience in building the 
racing launch, the high-speed pleasure boat has been developed, 
which fills the demand that has long existed for a safe, sea- 
worthy boat that could cover distances over the water in the 
shortest possible time. 

While the principal development of the high-speed launches 
has been in the open type of boat, attention has lately been 
given to the cabin launch, affording still further protection, 
comforts and carrying capacity, combined with high speed. 
In a 40-foot by 8-foot beam cabin launch of unique design, the 
motor is placed forward, protected with hinging hood; con- 
trolling levers and steering wheel being located in the engine 
cockpit. The boat is handled and the engine controlled by one 
man. An open space covered by the cabin roof adjoins the 
engine compartment, separated by a glass wind shield; with a 
commodious cabin amidships, inclosed by plate glass windows, 
with buffet and toilet compartments. The scantlings and de- 
tails of construction are light, but found to be substantial. 
The boat is equipped with a 6-cylinder, 75-horsepower engine, 
with which power a speed of 18.85 statute miles an hour has 
been obtained. 

The possibilities of further development of the high-speed 
motor boat for pleasure use are limited only in details of hull 


16 International Marine Engineering 


and engine construction, the aim being to design and build 
boats that best conform to the high-speed gasoline marine 
engine, which has made possible this new type of power boat. 


No. 7.—Some Observations on Motor=Propelled Vessels, 
and Notes on the Bermuda Race. 


BY WILLIAM B. STEARNS. 


ABSTRACT. 


There are several details wherein the general treatment of 
the design of motor-propelled vessels must differ from that 
for steamers. The reason for this is that, except in vessels 

. designed for weight carrying, or for craft of very high speed, 
the designer of the motor vessel is troubled to know how to 
get rid of the excessive buoyancy, quickness of motion and 
general liveliness which result from the lightness of the pro- 
pelling machinery and fuel. On a given length a fairly liberal 
beam is usually necessary to provide the accommodations 
required by most owners. Sufficient displacement is obtained 
with a very shoal body, and unless the weights are distributed 
in such a way as to offset it, there is a strong probability 
that the vessel will be very uncomfortable on account of quick 
rolling. This can be reduced, to a certain extent, by keeping 
down the area of the load-water plane, and placing some of the 
weight fairly high. 

In the Bermuda race we had practically no opportunity to 
try the boats against a head sea. Both during the race and 
on the return trip all the strong breezes experienced came 
from abaft the beam; but on several other occasions I have 
been in craft of this sort in comparatively rough water, and 
have found them astonishingly good sea boats. If anything, 
the tendency is to recover too quickly after plunging into a 
sea. This is due, of course, to the extremely high proportion 
of reserve buoyancy to displacement, and results in one fault— 
a tendency to pound. On account of this it is not always an 
objection to put a certain amount of weight near the ends, 
on the same principle that I advocate spreading weights trans- 
versely. Also, I believe that the lines both forward and aft, 
but especially forward, of a light displacement motor-driven 
vessel, should be kept considerably finer than would be found 
necessary on a steamer of the same size. A comparatively 
minor matter, to cite another point of difference, is the rudder. 
I believe a motor vessel will generally require a larger rudder 
than a steamer. We found on the Jdaho that it was difficult 
to meet her with sufficient quickness to avoid considerable 
deviation from the course when running before a sea, even 
with a rather large rudder area for her size. 

It does not require a prophet to foresee that in the very 
near future owners of motor yachts will rebel at the cost of 
gasoline (petrol). Even now its expense is prohibitive for 
commercial use in high powers, and the building of gasoline 
yachts has undoubtedly been restricted by its cost. A's alterna- 
tives we have kerosene and producer gas, made either from 
coal or heavy oils. There seems to be no difficulty in the 
operation of certain types of motors by kerosene, but in some 
instances of which I have known there have been decided 
drawbacks to its use. At the same time the reduction in 
expense, although amounting to nearly 50 percent as compared 
with gasoline, does not bring the operating cost as low as that 
of a good steam plant for a moderate sized vessel. Of the use 


of crude oils and distillates we have not had much experience_ 


in this part of the country, but on the Pacific coast, vessels of 
150 feet and over, which are driven by engines using crude oil, 
are not uncommon. On the whole, the use of producer gas 
from coal seems to promise the best results, both for yachts 
and commercial vessels, although when expense is not an 
object gasoline will continue to be used. This will undoubtedly 
be the case with a great many small launches, all speed 
launches, submarines and‘vessels such as torpedo craft, which 


JANuARY, 1908. 


may be driven by motors in the future. For yachts, the up- 
draft producer with hard coal will probably be employed, but 
the type to be used is at present a matter which concerns the 
engineer rather than the architect. There seems to be no 
reason why gas producers, substantially like those in operation 
on Jand, cannot be used successfully on ships, and in com- 


_ bination with an efficient motor they offer very great advan- 


tages over steam plants. With a good producer a thermal 
efficiency of 87 percent can be reached, and I understand that 
it is perfectly safe to count on 75 percent under ordinary ser- 
vice conditions of operation. The fuel consumption can be 
figured safely as half that of steam. 


DISCUSSION. 


A.C. Smith—The BM dimension of the Idaho, as originally 
fitted, was 7 feet; that of the Ailsa Craig only 3 feet. The GM 
of the Idaho was reduced by careful attention to the stowage 
of weights, the gasoline and other weights being stowed well 
forward and well aft. The weights in the Craig were largely 
amidships. The ideal type would seem to be some sort of a 
compromise between these two boats. 

F. L. Du Bosque—tThe producer, as applied on shipboard, 
requires considerable space and weight, and gives off dan- 
gerous gases—gases which are poisonous for respiration. 

E. A. Stevens.—It would appear that the only way to dis- 
place gasoline is by the development of some cheaper or better 
fuel as a substitute. 


PAPERS READ FRIDAY MORNING. 


No. 8. Two New Revenue Cutters for Special Purposes. 
BYaiComAs M’ALLISTER, ENGINEER-IN-CHIEF, U. S. R. C. S. 


ABSTRACT. 


Those familiar with conditions existing on the Pacific coast, 
with especial reference to the Northwestern part of the United 
States proper, are aware of the extreme hazards of wind, 
currents and fog encountered by navigators in that locality. 
The entrance to Puget Sound through the Straits of Juan de 
Fuca is particularly dangerous, as throughout at least half the 
year fogs and haze prevail, and at all times erratic currents 
exist which are but little understood, even by men who navi- 
gate these waters constantly. Deep-water soundings may be 
obtained close inshore, so that not much dependence can be 
placed on the lead and line when vessels are headed in the 
straits. In the past half century nearly seven hundred lives 
have been lost in the immediate vicinity, to say nothing of 
millions in property. Numerous palliative schemes have been 
suggested, among them being international life-saving stations 
along the Vancouver coast. This, however, proved inad- 
visable, and, finally, after mature consideration, it was recom- 
mended that “a first-class ocean-going life-saving steamer or 
tug, officered and manned by the most skillful life-saving crew 
available, should be stationed at Neah Bay (which is within 
5 miles of Cape Flattery and the entrance to the straits, and is. 
the only available harbor in that vicinity), to be equipped with 
the best possible appliances of surf boats and lifeboats and 
with a wireless telegraph apparatus.” 

It is believed that the design of the life-saving vessel con- 
templates the furnishing of every known device of any prac- 
tical value which can be of service in saving life at sea. Sum- 
marized, the special equipments of this vessel are as follows: 
Two self-bailing and self-righting lifeboats; life raft; line- 
throwing gun; breeches-buoy apparatus; complete equipment 
of life buoys and life preservers; wireless telegraphy; Ardois 
system for night signaling; additional searchlight; wrecking 
apparatus for pumping out vessels, and fire extinguishing 
apparatus. 

Floating wrecks, or derelicts, as they are commonly termed, 
drifting aimlessly in the paths of ocean-going vessels, have beer 


JANUARY, 1908. 


a constant menace to searfaring men for years past. To the 
men on the bridge of a fast trans-Atlantic passenger steamer, 
the thought that at any moment they may crash into a half- 
submerged wreck and cause the loss of their vessel is any- 
thing but comforting. Other ships in their path at night are 
discernible by lights, or can be located by signals in fogs; 
even icebergs make their presence known by lowering tem- 
peratures, but the specter-like derelict gives no indications of 
its whereabouts. The danger of collision with these floating 
obstructions is known to all who travel by sea, yet until this 
time no systematic effort has ever been made to rid the ocean 
of these menaces to navigation. 

The United States government, always foremost in any 
movement to promote the interests of humanity, has finally 
decided to be the pioneer in what is hoped will be an inter- 
national system for removal of derelicts from the most fre- 
quented paths of ocean travel. To that end Congress recently 
passed a bill, appropriating $250,000 (£51,200), for the con- 
struction of a vessel to be used exclusively for derelict de- 
stroying. 

DISCUSSION, 


R. S. Riley—The derelict destroyer ought to have towing 
machines if it is going to succeed in getting lumber-laden 
derelicts into a position where they can be broken up without 
danger of leaving floating wreckage in the paths of ships. 

Spencer Miller—A breeches buoy is a very good contri- 
vance, and, although the passenger is almost certain to get 
very wet, and is sometimes brought ashore half drowned, or 
otherwise suffering from exposure, it is not on record that 
any life has ever yet been lost in this way, once the journey 
from the ship was started. In the United States alone, in 
1906, no less than 189 passengers were carried ashore in this 
way. In the case of the Berlin, last February, it was at- 
tempted to rig up this device from a ship which proceeded out- 
side the wreck. The sea was so high, however, that the lines 
snapped, and the device could not be operated at all. The 
present device for the life-saving vessel described consists 
of a common coast breeches buoy, with the addition of an 
automatic reel in the engine room. This reel will take in and 
pay out the rope as fast as the varying tension on the line 
calls for it. 


No. 9.—Test on the Steamship Governor Cobb. 
BY PROF. W. S. LELAND AND H. A. EVERETT. 
(This paper will be found at page 21.) 
DISCUSSION. 


Andrew Fletcher—The test was manifestly unfair, because 
apparently of inadequate and incomplete preparations. The 
curve of speed on revolutions per minute shows that the pro- 
peller lost efficiency just above 17 knots, which is at variance 
with the facts. In our tests of this ship she was run up to 
19 knots without such loss of efficiency. On her run from 
New York to Boston with a green crew, she averaged for 14 
hours 35 minutes a speed of 18.12 knots, and 459.3 revolutions 
per minute. In the present test the boiler pressure was only 
128 pounds, in place of 150 pounds, designed, which must have 
had a marked effect on the economy. The figures again show 
an evaporation in the boiler of 10.65 pounds of water for each 
pound of coal. This must have been very remarkable coal. 

D. W. Taylor—tThe conditions must have been totally un- 
suited for speed, or else the log at high speeds was unreliable. 
The curve shows an increase of 2%4 knots for an increase of 
50 revolutions from 300 to 350, while the increase of 50 revo- 
lutions from 425 to 475 shows an increase of only % knot. 

F. M. Wheeler—It would appear that the extra vacuum 
used coal, and that the blower also used coal. These would 
have their effect upon the consumption per horsepower of 


International Marine Engineering 17 


the engines. Some years ago in the cruiser New York a test 
was made to determine the additional power required in the 
air pump for an addition of 1 inch to the vacuum, and at a 
figure like this the addition was very great. 


No. 10.—Appliances for Manipulating Lifeboats on 


Sea=Going Vessels. 
BY AXEL WELIN, 


ABSTRACT. 


The principal requirements of an ideal system of davits, 
such as they present themselves to me after several years of 
keen and careful study are: (1) The boat must, in all cir- 
cumstances, and in every position, be under efficient control. 
(2) A moderate list of the ship must not prevent or appre- 
ciably retard the manipulation of the boat. (3) The mech- 
anism should be of the simplest possible nature, and always 
“eet-at-able.” (4) The manner of manipulating the davits 
must be such as to preclude any necessity for expert train- 
ing, and all possibility of confusion in cases of accident. (5) 
Cost, weight, and deck space occupied are all matters which 
must be taken into account, even if they do not come within 
the scope of the subject, when treated from a strict “life- 
saving” point of view. 

Shipbuilders do not, as a rule, welcome deviations from 
orthodox designs; that deviations must ultimately come, I am 
nevertheless more than ever confident. At a time when 
scarcely a month passes without witnessing the birth of some 
new leviathan, each exceeding its forerunner in speed and 
passenger-bearing capacity, the compelling necessity for such 
vessels to be fully equipped with life-saving appliances of 
the highest order is a fact which cannot fail to thrust itself 
with an added force and conviction upon the observation of 
the most callous. 

DISCUSSION. 


Lewis Nixon—When such improvements as the present 
come up for attention, they will be fitted whenever demanded 
by the owners. It is not usual, however, for the shipbuilder 
to go to this expense unless required. 

Roland Allwork—These davits simply put the boats over 
the side, but provide no special means for lowering them into 
the water. It would seem that this addition would make them 
much more valuable. 

Frank E. Kirby.—This device has a large advantage over 
the usual davits in that it requires only one set of falls, that 
for lowering the boat. The usual device has an additional set 
for operating the davit. The proposition to store the boats 
on decks much nearer the water must commend itself to 
shipbuilders. 

Axel Welin—tThe pitch angle on the thread by which the 
davit is run out is just a little below the angle of repose. As 
a result, the boat will not run out by its own weight, unless it 
is operated by means of the crank. Lowering of the boat may 
be accomplished safely by means of brakes or winches, but in 
the present installations it has been desired to keep the 
mechanism as simple as possible. A winch, however, may 
be fitted if desired. 


PAPERS READ FRIDAY AFTERNOON. 


No. 11.—The Transportation of Refrigerated Meat 


to Panama. 
BY ROLAND ALLWORK. 
ABSTRACT. 
This paper gives a description of what has been done in 
the way of transportation of refrigerated meats to Panama, 
for the use of the thousands of men located on the Isthmus 


and engaged in the construction of the Panama Canal. The 
fleet consisted of five steamers, only one of which was provided 


18 International Marine Engineering 


with mechanical refrigeration. The system was the ammonia 
compression system, and, in the fitting out of three of the 
other four vessels, the same system was employed. The 
paper gives a very complete description of the installations 
fitted, and gives as well a log showing the operations of the 
plants. 

Experience in both the fitting and the operation gave rise 
to recommendations of various sorts, it being found advis- 
able, for instance, to use galvanized meat rails; to give a 
thin coat of graphite to whatever black pipe had to be used; 
and to line the refrigerating rooms with galvanized iron, it 
being found easier thus to keep them clean. The refrigerating 
machines fitted included one 5-ton plant and two of 7% tons. 


DISCUSSION. 


Lewis Nixon—The improvements and ingenuity shown in’ 


fitting up these vessels for their work have resulted in a 
paper, in which the author should be commended for the fine 
details and general completeness. 

R. R. Row.—Cow hair may be recommended for insulation. 
This weighs about 13 pounds per cubic foot, and absolutely 
prevents all sweating, which would otherwise corrode the 
metal. It is more expensive than cork, but seems to do the 
work better: 


No. 12.—Two Instances of Unusual Repairs to Vessels. 


BY ASSISTANT NAVAL CONSTRUCTOR W. B. FERGUSON, JR. 


ABSTRACT. 


The collier Nero grounded about the 1st of August, 1906, off 
the Southeast Light, Block Island, and rolled back and forth 
a number of days on a stony bottom. The crew, movable 
stores, boats, etc., and about fifteen hundred tons of coal 
were taken ashore, and the wrecker had charge of the ship 
until she was finally floated and towed to New London, 
Conn., where the work was continued of removing coal and 
operating the wrecking pumps. On Aug. 20 the vessel was 
drawing 21 feet aft, and 18 feet 3 inches forward—her normal 
draft would have been about 11 feet aft and 9 feet forward. 

An examination of the bottom after the vessel was docked 
showed the following conditions: The main keel was more 
or less bent and dented for its entire length; there were three 
large holes in the outer bottom plating, one at the turn of 
starboard bilge well forward, one at the turn of port bilge 
slightly forward of amidships, and one in the engine room 
through the port garboard strake. There were numerous 
smaller holes below turn of bilge. Many butts and seams 
had been started; many plates were bent and torn, and 
frames crushed in; numerous rivets were out or loose, and 
calking was generally started; the bilge keels we1e torn and 
portions hanging loose. There was buckling of floors and 
longitudinals in numerous places. The vessel was somewhat 
hogged, and bulkheads had leaked badly. 

Temporary repairs were made by covering the worst 
holes and the indentations in their vicinity with spruce fur- 
ring-off pieces, giving a smooth surface outside on which a 
temporary sheathing of 3 by 3-inch spruce was bolted. 
Elsewhere the leaks were stopped by calking and renewal of 
rivets. 

The permanent repairs made provided for strength and 
watertightness, and while they did not put the vessel in her 
- former condition, they were commensurate with the value of 
the remainder of the ship. Wherever the bottom plating re- 
quired renewal, on account of large holes or torn plates, the 
frames, floor plates and longitudinals were also found to be 
in such poor condition that they had to be cut away and re- 
newed. The small holes in the plating were patched locally. 
All sheared or loose rivets were replaced with larger rivets, 
after reaming the rivet holes. No reverse bars or inner 


ra 


JANUARY, 1908. 


bottom plating was renewed. Forward on the port side it 
was necessary to straighten the reverse bars in a few places. 
In a number of places dents were removed and frames 
straightened by heating them in place with annealing burners. 

It was reported in April, 1907, from a preliminary examin- 
ation of the planking of lightship No. 68, that several bolts in 
the underbody had been destroyed by galvanic action, which 
might be taken as an indication that serious deterioration of 
the fastenings of the vessel had taken place. Owing to the 
method of construction of the vessel, a good examination 
could not be made without removing the copper and wooden 
sheathing. The vessel was therefore docked in the New 
York navy yard for this purpose, and also in order to make 
necessary repairs; when the condition of the bottom was 
found to be much more serious than had been supposed, pre- 
senting an extraordinary case of the dangerous results of 
electrolysis and corrosion, resulting from using in the con- 
struction of the hull of a vessel metals which are electro- 
positive and negative to each other. 

In order to renew defective bolts, it was necessary to re- 
move the water tanks, the cement covering the keel plates, 
and the coal bunker linings. Then the copper sheathing and 
oak sheathing were removed, and all the iron bolts and nuts 
securing the planking to the frames were replaced by naval 
brass bolts and nuts, the holes through frames being reamed 
out and 7%-inch naval brass bolts—that is, % inch larger 
diameter than the original—fitted. 


DISCUSSION. 


F. L. Du Bosque—A single sheathing of copper, fastened 
in the usual way, soon loses its value and the fastenings are 
wasted away. Muntz metal protects the bolts, but at once 
destroys the framing of the ship by corrosion. A suggested 
cure is the use of galvanized iron for sheathing in place of 
copper. It is not so durable, having to be replaced every 
sixteen or eighteen months, as in the case of zinc, while cop- 
per will last two or three years, when obtained of the grades 
now generally in the market. The cost, however, is less, not- 
withstanding the greater frequency of renewal, and the cor- 
rosive effects with regard to the hull are almost entirely 
eliminated. : 

J. A. Furer.—The use of composition sheathing in the case 

of a light vessel is not so much to prevent fouling of the 
bottom, which is unimportant with these vessels, but to pro- 
tect the hull. 
_ William McEntee.—The cruiser New Orleans is sheathed 
with teak on the outside of 34-inch steel plating. A compo- 
sition casting for a sea valve has been run through the hull in 
a number of places, and is connected directly to the steel of 
the inner and outer bottom. In spite of the direct contact 
of the metals, however, no corrosion seems to have taken 
place. 

W. J. Baxter—The frames of the light vessel in question 
were not injured in any way. With the present method of 
fitting copper sheathing it is possible to watch for deteriora- 
tion and to remedy it when it comes. With galvanized iron 
nothing can be seen, and a serious accident might result 
from a comparatively light blow on a part so badly corroded 
beneath the surface as to be spongy. 


No. 13.—Wooden Sailing Ships. 
BY B. B. CROWNINSHIELD. 
ABSTRACT. 

Although there were French and English scientists as early 
as the middle of the eighteenth century who made accurate 
calculations of displacement and stability, vessel models were 
but little affected by these studies, and, until the latter part 
of the last century, shipbuilding still continued to be an 
“art” and a “mystery.” To-day, the steel vessels are minutely 


! 


JANUARY, 1908. 


International Marine Engineering | 19 


figured, and accurate drawings are furnished for every part 
of the structure; each man does his allotted part, and the 
ship, as it were, is apparently built by draftsmen and boiler- 
makers. 

The men who turned out the wooden tonnage usually con- 
structed the entire hull, frame, plank, ceiling, decks and joiner 
work. They were usually calkers, painters, spar makers, and 
riggers as well as carpenters; men of wonderful resource, 
self-reliant and skilful. They had been trained by long ex- 
perience and by the traditions of their forefathers; and had 
learned by many failures and disasters what to avoid. Pro- 
gress had been attained almost wholly by development. The 
model of each vessel was derived from, and was, in fact, the 
natural growth of, those immediately preceding it. Anything 
radically different was quite properly discouraged, there being 
no thorough workable knowledge of the natural laws of sta- 
bility, flotation, or application of the law of the composition 
and resolution of forces, as applied to the problem of propul- 
sion by sails. 

It is unlikely that any more large wood square-riggers will 
be built for long voyages, a steel hull having many advan- 
tages. The hull can be subdivided by the bulkheads and a 
double bottom, so as to make a vessel practically unsinkable, 
and in case of fire it can be kept under better control than in 
a wooden ship. And, most important of all, the steel hull can 
be made absolutely strong and rigid and perfectly tight, the 
shell plating being practically continuous, and in a sense suffi- 
cient to hold the entire structure without the frames, and in 
marked contrast to the plank of the wood vessel, where each 
piece is attached only to the frames, which in turn are com- 
posed of comparatively short pieces. 

The construction of wooden vessels has varied but slightly 
during historic times. White oak has always been used when 
it was procurable for keel, frames, ceiling, plank and beams, in 
fact, for the whole structure except the deck and deck erec- 
tions, where pine has been almost always employed. Re- 
cently mahogany and teak have been imported from the 
‘tropics for all deck erections, and frequently entire decks 
are now made of this material. Oak has become scarce, and 
the price has increased enormously in the last one hundred 
years. This has led to the substitution of other woods for 
plank, beams and ceiling, and even for the frames. Georgia 
pine is now universally used for plank, ceiling, keelsons and 
beams in the large cargo vessels built in New England. In 
New Brunswick and Nova Scotia many successful schooners 
and even ships have been constructed entirely of spruce, but 
for the largest vessels as now built, spruce would not be 
suitable, because of the comparatively small size of the 
timber. 


DISCUSSION. 


A. J. Dw Bois.—A number of fast sailing vessels designed 
by Steers might have been mentioned in the article, these in- 
cluding the famous America; the frigate Niagara, which laid 
the first ocean cable, and the sloop Lancaster. The latter was 
the most beautiful design ever included in the United States 
navy, and was known as the “naval yacht.” 

E. A. Stevens—The yacht Sappho has a recorded speed of 
more than 16 knots for several hours. She lowered the sail- 
ing record between New York and Great Britain. It may be 
remarked in general, however, that a vessel built for extremely 
high speed for a short distance is usually the result of 
sacrificing qualities making for the highest average speed in 
a long voyage. 

W. F. Palmer—tThe interests with which I am connected 
maintain a fleet of fifteen or sixteen fore-and-aft sailing ves- 
sels in the coaling business. This year will be completed 
with a return of about 23 percent in dividends on the original 
cost of the fleet. We submit that no line of steamers in the 


world will show such a return. Sailing ships have been de- 
veloped into their present form as the result of centuries of 
evolution, and present very little differences in general 
characteristics, where designed for the same sort of work. 
Steel and steam vessels even to-day are full of crudities, and 
are not nearly so well standardized or so adequately designed 
for their purpose as are the sailing vessels. Our ships are 
amply secured against deterioration and decay by the pro- 
vision in many cases of three times the amount of timber 
really called for by necessities of strength. 

Vessels which make fast runs are not necessarily dividend 
payers, and when it comes to a question of the vessel best 
suited for her purpose, that one which will pay the most 
dividends must be awarded the palm. At present, sailing 
vessels can compete on more than equal terms with steamers 
in the coastwise coaling trade. If the steam colliers could be 
assured ofsimmediate service without delays, the sailing 
vessel could not compete with them, but the very high cost of 
upkeep of the steamers while waiting their turns to take on or 
discharge cargo entirely kills all chance of highly success- 
ful competition with the more economical vessel propelled by 
the winds. 

FP. L. Du Bosque.—Ilt might be mentioned in this connection 
that more than nine-tenths of all the coal handled on the 
coasts is carried by steam-driven vessels. The sailing vessel 
has to wait for a wind, and sometimes for maneuvering into 
position where she can be taken care of at the docks. 

F. T. Bowles——The wooden schooner is considered by some 
to be a weight around the neck of New England. The 
methods employed in the transaction of business by means of 
these vessels are as antiquated as the Constitution. 


No. 14.—Some Early History Regarding the Double= 
Turreted Monitors Miantonomoh and Class. 


BY WILLIAM T. POWELL. 


ABSTRACT. 


Notwithstanding the absence to-day of advocates of the 
double-turreted monitor type of vessel, it may be of interest 
to recall some early history regarding the Miantonomoh and 
her three sister vessels. I investigated the range of stability, 
and the results given are the first complete curves, so fa as 
I know, in this country; nothing of this kind was in evi- 
dence when these vessels were being designed, though 
eagerly sought for,at that time. There was not a plani- 
meter available; therefore the work was tedious and long. 

The first Miantonomoh and her three sister vessels were 
all built of white oak and yellow pine. In the course of 
years they~became rotten and were broken up or sold. It 
was considered necessary as well as cheaper to rebuild them 
of iron rather than of wood, and in this connection it was 
the original intention to utilize the old side and deck armor, 
also the turrets and guns, and, in fact, all that could be used 
with advantage and economy. The experiments abroad in 
the meanwhile, however, demonstrated the necessity of 
making some changes and improvements in their offensive 
and defensive qualities, and much delay in their completion 
was the result. 

The exact size and type of turrets and guns remained un- 
settled for some time. The question also as to whether it 
was advisable or not to build a house or superstructure on 
the deck between the turrets to accommodate the officers was 
undecided for quite a time. Therefore, in view of these un- 
certainties, I omitted in the calculations the turrets and house, 
also the armored stack and ventilator, in the stability work. 
Under such circumstances it was also impracticable to de- 
termine with certainty the exact vertical location of the cen- 
ter of gravity of the whole complete vessel. These condi- 
tions, however, did not prevent the assumption of the center 


20 International Marine Engineering 


JANUARY, 1908. 


of gravity in several places, as shown on the curves. And 
it was hoped on final completion that the vessel would be 
heeled. ‘This would have enabled one to determine the actual 
curve in short order; but this opportunity never occurred 
te me. 


An Experimental Investigation of Stream Lines Around 
Ships’ Models.* 


BY D. W. TAYLOR, NAVAL CONSTRUCTOR, U. S. N. 


One of the investigations carried on at the United States 
experimental model basin during the past year has been into 
the question of stream lines or lines of flow around ships’ 
models. These flow lines must be practically the same for ship 
and model, and a knowledge of them is important in deter- 
mining the locations of bilge keels, docking keels, etc. 

Several different methods of investigation were tried, all, 
however, upon the same principle. The details of the method 
finally adopted as the best are due largely to Mr. E. P. Lesley, 
who was detailed on this work for some time. The surface 


of the wooden model is coated on one side with hot glue 


| 


BODY PLAN OF UNITED STATES PROTECTED CRUISER SAN FRANCISCO. 


applied with a brush. Before this sets it is painted over with 

a strong solution in water of sesqui-chloride of iron (Fe2Cls). 
It is allowed at least 24 hours to set and harden. The model 
is then put into the water and towed at the speed correspond- 
ing to that of the full-sized ship. 

To trace a stream line, a small hole is bored through from 
inside or, in the case of extremities, from the opposite side of 
the deadwood, and a strong solution of pyrogallic acid 
[CsHs(OH)s] is injected through the hole while the model is 
under way. A solution containing 10 ounces of acid to a gallon 
of water, which was about the strongest solution used, has a 
specific gravity of 1.03. This is instantly largely diluted by the 
water as it passes through the hole in the model, and flows 
aft as part of the water. The particles of pyrogallic acid 
which come in contact with the coating of chloride of iron 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, Nov. 21, 1907. 


combine to form ink. The result is a dark streak or smudge 
on the surface of the model, which widens as it passes aft, and 
is of such a nature that its center line, which is taken as the 
stream line past the hole, can be located with a good deal of 
accuracy—say, within a quarter of an inch for a distance of 
from 2 to 4 feet abaft the hole. After each run the model is 
lifted from the water, the stream line located as far as possible 
and marked, and a new hole bored at the after portion of it 
for the next run. The process is not a rapid one, even when 
several stream lines are being carried aft at once, and it takes 
about a day to determine half a dozen lines of flow from stem 
to stern of a good-sized model. 

The wave profile against the side can be determined simi- 
larly by dropping a little acid into the water close to the side; 
but, since ripples cause the water to wet the side above the true 
mean surface, the wave profile thus determined is apt to be 
from ¥% to % inch above the true mean wave surface. The 
wave shape, however, is quite accurately given. 

The table gives the dimensions and data for seven ships 
whose models have had their stream lines determined as 
described above, and the figures give the stream lines past 
the models. Each line is distinguished by a letter, which is 
necessary, Since some lines extend from stem to stern, while 
others were traced for short distances only. 

Each of the seven vessels is of a different type, except the 
San Francisco and Baltimore, and their speeds in proportion to 
their lengths vary, as indicated by the varying speeds of the 
20-foot models. The San Francisco and Baltimore are old 


BODY PLAN OF UNBUILT COLLIER, UNITED STATES NAVY. 


protected cruisers of the United States navy. The collier is 
a model of a collier designed for the navy, but not built. The 
Sotoyomo is a navy tug, which has great beam in proportion 
to length. Number 5 represents a shallow draft river steamer, 
which has great beam in proportion to its draft. Number 6 
is a very full vessel driven at low speed and having a parallel 
middle body. Number 7 does not represent an actual vessel, 
being a model with a swollen amidship section. 


SHIP MODEL. 
No earl Hai Neal RCS aor] Gea Spee) Sep Pee oc 
Feet. Feet. Feet. in Tons. SRO, Feet. Beets Feet. in Pounds. EGNOS, 
rt || See JAPA oo0a00000000¢ 310.0 | 48.76 18.94 4,098 19.52 19.900 | 3.146 | 1.222 2,398 5.00 
|| BETO 2o.0600000000000000 327.5 | 48.93 20.08 4,570 20.10 20.000 | 2.988 | 1.226 2,207 4.97 
3 |) Collis. 0000000000008000000 460.0 61.70 25.82 15,000 15.00 19.745 | 2.648 I.108 2,582 Borst 
Ay |) SCLBYETD.c00d0006000000000| — Oho] Bx oR} 9.16 258 |10.31-5.50] 19.555 | 4-346 | 1.893 4,955 |4.09-2.50 
5 | Shoal draft river steamer...| 257.0 | 30.58 5-54 661.5; 19.00 20.000 | 2.380 | 0.431 679 5-30 
6 | Great Lakes ore steamer. . .| 540.0 55-57 19.50 14,505 10.42 20.000 | 2.058 | 0.722 1,605 2.05 
7 || Syxestall Wy7e50000000008006 490.25] 81.70 | 22.40 14,750 19.00 20.546 | 3.424 | 0.939 2,361 3.89 


JANvARY, 1908. 


International Marine Engineering 21 


An examination of the figures discloses at once a condition 
of affairs very different from what is often supposed to be the 
case. The general assumption has been, I believe, that the 
water would part more or less horizontally forward, follow a 
diagonal amidships, and aft would flow up from below. The 
figures show, however, that the water forward does not flow 
away horizontally, but insists upon passing under the vessel, 
and by no means along a diagonal. Consider, for instance, the 
line B in Fig. 1. On station 2 this line is nearly 40 percent of 
the draft of the ship above the original load waterline. Yet 
amidships this line has found its way clean under the bottom, 
following practically a vertical line for a respectable portion of 
its course. This general phenomenon is found in every case— 
even in the case of the abnormal type of model number 7, 
which was tested with the idea that if the water would part 
horizontally for any type of model, it would do so for the 
model number 7. It is seen, however, that even here the water 
finds its way under the bottom of the vessel. The figures, with 
one exception, refer to one speed in each case, being about the 
maximum speed attained by the vessel, or which might be ex- 
pected from it. The Sotoyomo model, however, was tried at 
two speeds, one corresponding to the full speed of the ship and 
the other corresponding to a very low speed. The stream lines 
are seen to be not very different, the differences which mani- 
fest themselves being clearly explicable by a consideration of 
the difference in surface disturbance. 

Careful investigation of the figures will show that the waves 
on the surface apparently influence the stream lines to a re- 
markable depth. In a number of cases it will be found, on 
following up the sections to the surface, that apparent 
eccentricities in the stream lines correspond to hollows in the 
wave profile. 


BODY PLAN OF FAST, SHALLOW-DRAFT RIVER STEAMER. 


In the lake steamer, a vessel with a long parallel middle body, 
the lines of flow over this parallel middle body are not parallel 
to the axis. Spots are given showing where each flow line 
cuts the various stations of the parallel middle body. It is 
seen that line E—the inner line—steadily works outward as it 
passes aft along the parallel body. The lines above the turn 
of the bilge indicate wave motion, although, as it happened 
for this model, with its low speed, the wave line was prac- 
tically level over the forward portion of the parallel body. 
Model 3 of the collier, which is rather flat, has almost a 
parallel middle body and shows somewhat the same features. 

The general features of the stream lines around models have 
been confirmed by a number of experiments with other models, 
and, I think, indicate that the commonly accepted notion as 
to the flow of water around the fore body of a ship is erron- 
eous. Indeed, upon reflection, it is difficult to see how it 
would be mechanically possible for the water to flow out 
horizontally from the fore body and up vertically around the 
after body. Were this the motion, how could water be gotten 


Bane 
441617 1319 


BODY PLAN OF SPECIAL FORM, MODEL NUMBER SEVEN. 


down below to take the place of that which flows up around 
the after body? If, however, we consider that the water flows 
down forward, passes under the ship and then comes up again, 
we have a motion which is evidently mechanically possible. 

It may be remarked, in conclusion, that these stream 
lines, experimentally determined around models, show, broadly 
speaking, a remarkably close agreement with theoretical stream 
lines past submerged solids. 


Test on the Steamship Governor Cobb.* 


BY PROF. W. S. LELAND AND H. A. EVERETT. 


The test on the steamship Governor Cobb, of the Eastern 
Steamship Company, was run on the regular trip from Bos- 
ton to St. John, via Portland and Lubec. Observations be- 
gan on passing Boston Light, and were continued for 26 
hours: for the boiler test continuously; for the engine test 
at favorable times. All observations were plotted, which 
presents an interesting study of the results, and makes simul- 
taneous readings possible with a limited corps of observers. 
The close agreement of these curves is a good check on the 
accuracy of the observations. ; 

The horsepower was determined by means of the Denny and 
Johnson torsion meter belonging to the United States ship 
Chester, which was loaned by the Navy Department. The 
torsion meter was set up in the engineering laboratory, and a 
thorough working knowledge obtained by the use of experi- 
mental apparatus, before installing the meter on board. Thirty- 
six feet on the side shafts, and 49 on the center shaft between 
inductors, was the greatest length obtainable, which gave a 
meter reading of about 0.50 and 0.73, respectively, at full power. 

In computing the horsepower, 1.506, based on an assumed 
torsional modulus of elasticity of 11,600,000, was used for the 
constant K in the formula: 


Kd'rR 
aa 
GIL 
in which d = diameter of shaft in inches (634) ; r = torsion 
meter reading; R = revolutions per minute; C = inductor 


constant (12,5) ; L = length of shaft in feet between inductors. 

The water consumption was measured by a hot-water meter 
loaned by the Hersey Manufacturing Company, of South 
Boston. It was installed in the suction line between the hot 
well and the feed pump, and gave exceedingly satisfactory 
results. This meter was later calibrated under similar condi- 
tions. The plot of meter readings was struck in as a straight 
line, showing practically a uniform rate of consumption, no 
point varying from the line by a quantity greater than I percent 
of the total. 

The steam for all auxiliary purposes was passed through the 
two auxiliary lines, one on each side of the vessel, and the 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, November 22, 1907. 


to 
i) 


International Marine Engineering 


JANUARY, 1908. 


quantity measured by its flow through orifices. A thin steel 
plate having a hole 15% inches in diameter was inserted in each 
auxiliary line between two flanges near the boiler. Pressures 
were read simultaneously at both orifices, and at no time 
showed a variation of over a pound after making the proper 
gage corrections. The orifice was afterwards set up in the 
laboratory, and its coefficient carefully determined by actually 
weighing the condensed steam under conditions similar to 
those on the boat. 

Several buckets of coal were weighed, and their average, 
which varied only Io pounds from either maximum or mini- 
mum, multiplied by the number of buckets, was taken as the 


st) 
e 
(= 
o 

| 

| 


Total Horsepower 


o 
| 


Speéd in Knots 


Revolutions per Minute 
0 | 350 | 


SPEED AND HORSEPOWER PLOTTED ON REVOLUTIONS PER MINUTE. 


coal consumption. The plot of coal consumption, like that of 
the water, is a perfectly straight line, showing a uniform rate. 

The run from Boston to Portland was largely consumed in 
a progressive trial, the speed being taken by a stop-watch and 
a McGray electric log towed from the end of a boom well 
clear of the wake. The log had previously been calibrated by 
towing over the measured mile. Results of speed and power 
are shown in the curves. 

The best run was made at full speed between Portland and 
Lubec, under the most favorable conditions of weather and 
sea. All observations were taken at 10-minute intervals, ex- 
cepting the coal, which was recorded every 15 minutes. An 
attempt was made to determine the quality of steam, but as 
there were objections to tapping the main pipe, a sample was 
taken from the drip connection, which showed 2.5 percent of 
moisture, which is more than would be obtained from a fair 
sample. 

It may be of interest to compare the following tabulated 
results with similar results obtained from a test on the steam- 
ship Nantucket, of the Merchants’ & Miners’ Transportation 
Company: 


RESULTS OF TEST 


Nantucket | Governor Cobb 
IDERI® CE WKESEo oo Do oD OD ODD CDSO0000¢ Feb. 7, 1904 | April 18, 1907 
Duration of test—boiler........... 20% hrs 8 hrs. 
Duration of test—engine.......... 20% hrs 4 hrs. 
Boiler pressure (average gage)..... 147-3 lbs 128 lbs. 
Quality of steam (sampled at drip). 98.8 97-3 
IBEVROVONAI G09 G0 G000000000000008 14.7 lbs 14.7 lbs. 
Temperature of air pump discharge] ........ TLOp H: 
Temperature of feed water........ 209.4° F. DARE Ie 
iKindloticoallusedetres error Georges Creek | Cape Breton 
IMloreiADIR iid COAL, 6600000000000000 27% 1.9% 
Ash and clinker in coal........... 7.0% 6.8% 
ID ENTE GLE IOMIEMSs00 50 a00000000000 Natural 2.1 inches 
Number of boilers (single-ended 

Scotch) A:Aiasiachonrestne ster tee 4 6 
Wotal¥oratelsunta ces errr 320 sq. ft. 323 sq. ft. 
Total heating surface, approxi- 

mately eral ree ere: 10,150 sq. ft. 12,000 sq. ft. 
Ratio, heating to grate............ 31.7 37.2 
Coalthred§pemhounseeee eerie 5,135 lbs. 8,050 lbs. 
Water fed per hour (average during 

CMEATNS WES) 0000000000000009000 45,844 lbs. 85,710 lbs. 
Coal burned per square foot grate 

Surlacessi ast see SOE Cee 16 lbs 24.64 lbs. 
IMP xateaien KH OMUMNOIS.¢q60000000c]  cooccccc P: 475, S- 460 

Cc. 440 
Corresponding total shaft horse- 

POWEDy fae eee | meer ree 4,100 
Average revolutions.............. 74.05 447 
Average total horsepower ......... 2,362 3,747 
Sigmar AebWETAES, 5000000000000] oocccd0c 38, 360, Ibs. 
Steam per I.H.P. per hour, total .. 19.41 lbs 9000000 
Steam per brake horsepower per 

OUT! LOCALE Sages ci sree oltre teteN Pots | Pomme eres renee 22.87° lbs. 

Propelling machinery only..|  ........ 19.74 lbs. 
Speed (average) in knots.......... 15.00 17.21 
ALIS OH CBINE, ococcocoosoocdvGS Reciprocating Turbine 
WACHUIAN 11 THAENES,550 500000000000 25 27 

‘ DIMENSIONS 

Length between perpendiculars.... 274 it. 290 ft 
Isemnon walls sso00apd00000000000 42 ft. 51 ft 
Dralta enna asi ee ror 15 ft. 14 ft 
ID GjEVEETINEME 5og6000000000000000 257 OOMLONS | okerereher 


The Merchant Marine of Japan. 


The annual appropriation for promoting shipping and aid- 
ing lines of the merchant marine for the fiscal year ended 
March 31 last (subsidy) was $3,526,559 (£724,660), as for 
several preceding years. The appropriation for aiding ship- 
building was $399,250 (£82,040). For the current fiscal year. 
and for several succeeding years, additional subsidies have 
been guaranteed, amounting to $784,136 (£161,129) per 
annum, more than half of which is for lines to China. 

The Japanese merchant marine in 1880 amounted to 63,486: 
gross tons; in 1890, the figure was 157,365 tons, or a gain of 
148 percent. By 1900 the tonnage had risen to 840,632 tons, 
or a further gain of 434 percent. In the middle of 1906 the 
figure was 1,309,579 gross tons. This has been further in- 
creased since that date, there being on December 31, 1906, 
1,446 steamships, aggregating 1,034,634 tons, or an average 
of 715. In addition to these, there were 4,044 sailing vessels 
of foreign model, amounting to 346,260 gross tons, or an 
average of 86 tons. This makes a total of 1,380,894 tons. 

Of the steamships, 21 exceed 6,000 tons, and the number of 
large vessels is rapidly increasing. The dockyards of 
Nagasaki, Kobe and Uraga are very busy, having 60,000 tons 
on the stocks, and 50,000 tons more in prospect. Of the new 
steamers, six of 8,000 tons each are building for the Nippon 
Yusen Kaisha, and it is stated that a regular line between 
Japan and New York by way of Suez is to be established. 


January, 1908. 


THE HAMBURG-AMERICAN STEAMER KRONPRIN= 
ZESSIN CECILIE. 


BY F. C. GUENTHER. 


THE PROPELLING MACHINERY. 


There are two main engines of the four-cylinder, vertical, 
inverted, direct-acting, quadruple expansion type, balanced ac- 
cording to the Schlick system, and each capable of developing 
about 3,035 indicated horsepower at 79 revolutions per minute, 
and a steam pressure of 214 pounds per square inch. The se- 
quence of the cylinders, beginning forward, is high-pressure, 
second intermediate-pressure, low-pressure, and first inter- 
mediate-pressure, with, respectively, 2354, 50 3/16, 73 13/16, 
34 7/16 inches diameter, and a common stroke of 53 15/16 
inches. : 

The cranks follow each other in the regular order of size 
of cylinders, the high-pressure being followed by the first in- 


International Marine 


Engineering 23 


line bulkhead, the starting platforms being conveniently lo- 
cated between the engines, with ample space for the engine 
crew to work in. The cylinders are safely bolted together, but 
there is no rigid fastening between them, thus allowing fore- 
and-aft play for expansion. Each of them is fitted with 
safety valves in the bottom and cover. They are supported by 
hollow cast iron box columns, and these, in the neighbor- 
hood of the engineers’ platforms, are utilized for oil storage and 
provided with taps and pipes for filling them, and for drawing: 
off oil as needed. All stuffing-box packings of the main en- 
gines, the pistons and the valve rods are metallic packings of 
the United Kingdom type, whereas all piston rods, pistons and! 
slide rods of the auxiliary engines, winches, etc., are provided: 
with Garlock (Palmyra, N. Y.) packing. 

The main steam pipe has a diameter of 8% inches. The 
pipe carrying steam from the high-pressure to the first inter- 
mediate cylinder is 9 7/16 inches in diameter. The pipe next im 


PROPELLING ENGINES OF KRONPRINZESSIN CECILIE, ERECTED IN BUILDERS’ SHOP. 


termediate, the second intermediate, and then the low-pres- 
sure. On account of balancing, these cranks are not at right 
angles, the angle between the high-pressure and first inter- 
mediate being about 65 degrees. Between the first and second 
intermediate cylinders is an angle of about 95: degrees; be- 
tween the second intermediate and the low-pressure, 105 de- 
grees; and between the low-pressure and the high, again, 95 
degrees. 

The high-pressure and the first intermediate cylinders have 
each one piston valve, with mean diameters, respectively 1036 
and 17% inches. The two larger cylinders have flat double- 
ported slide valves. The valve stems are in all cases of a 
diameter of 4% inches, while the piston rods have each a di- 
ameter of 6%3 inches. The two large cylinders have tailrods 
4 7/16 inches in diameter. All valves are operated by Stephen- 
son link motion from eccentrics, and can be worked by both 
steam and manual power. The valve strokes are, respectively, 
7% and 8% inches, for the piston and slide valves. 

The main engines are in a single engine room without center 


order has a diameter of 13 inches, which is also the diameter 
of each of the two pipes carrying steam from the second in- 
termediate to the low-pressure cylinder. The exhaust pipe 
has a diameter of 23% inches. 

The shafting, which is made of best steel, has a tensile 
strength of 25.4 to 20.4 tons per square inch, and an elongation 
of 20 to 25 percent. The crankshaft diameter is 14 13/16 
inches, thrust shaft 14 13/16 inches, line shaft 14 inches, and 
propeller shaft 15 3/16 inches. The flange couplings are 28 
inches in diameter and 4% inches thick. The crank pins are 
15 3/16 inches in diameter. 

The two propellers, which are four-bladed. of the built-up 
type, turn outboard when going ahead. They are of manga- 
nese bronze, and have a diameter of 17 feet 34 inch, and a pitch 
of 20 feet 41% inches, the pitch ratio being I.192, as set. This 
corresponds with point A in the drawing of blade setting. 
When the blade is set at B, the pitch is 18 feet 83 inches, and 
the pitch ratio is 1.096; similarly, the pitch becomes 22 feet 334 
inches, and the ratio 1.308, when the blade is set at C. These 


24 International Marine Engineering JANuary, 1908. 


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ELEVATION OF THE PORT ENGINE AND THRUST BEARING FROM THE INBOARD SIDE. 


Condenser 


PLAN OF ONE OF THE MAIN ENGINES, AND SECTIONS THROUGH THE CYLINDERS AND VALVE CHESTS, Pip 


JANUARY, 1908. 


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International Marine Engineering 


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END VIEWS OF THE MAIN ENGINES, ONE FROM FORWARD, THE OTHER FROM AFT. 


points are, respectively, the centers of the studs joining the 
propeller blades to the boss, and are located at intervals of 


7/16 inch. 


The projected surface of each propeller is 59.2 square feet, the 


developed surface 85.23 square feet, and the ratio of projected 
area to disk area 0.26. The hub, which is made of cast steel, 


has a diameter of 3 feet 11 11/16 inches, and is lined with zinc 
plates as a precaution against corrosion. The propeller blades 
are pitched aft, the axis of the blade at the tip being 1734 inches 


aft of the axis of the propeller as a whole. 


The propeller 


shaft enters a conical seating in the hub, having a diameter at 
the forward end of 15% inches, and at the after end of 12% 


ft 


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BACK ELEVATION OF THE PORT PROPELLING ENGINE, 


26 International Marine Engineering 


inches. This conical portion has a length of 35 inches. A cap, 
covering the end of the shaft, protects the nut which holds the 
propeller in position. Each blade is fastened to the hub by 
means of four studs. 


THE BOILERS. 


Three double and one single-ended boilers of the cylindrical 
type, working at a pressure of 214 pounds per square inch, 


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JANUARY, 1908. 


The double-ended boilers have a length over the ends of 20 
feet 514 inches and are made in three courses, two being out- 
side and one inside. The outside diameter is 15 feet 10 inches, 
while the thickness of the plates is 1.6 inches. Each boiler 
contains three Morison suspension furnaces in each end, with 
a separate combustion chamber for each pair of furnaces op- 
posite each other. The length of tubes between tube sheets is 


7 feet 10% inches, and they are spaced 4 inches apart in each 


——-——— — —— +--+ - —— 


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LAYOUT OF ONE OF THE SCREW PROPELLERS, 


are located in one boiler room, and have a single funnel. 
There are three furnaces at each end of the double-ended 
boilers, and at the front of the single-ended one, making a 
total of twenty-one fires. The furnaces have internal and 
maximum diameters of 3 feet 914 inches and 4 feet 114 inches. 
The thickness is 34 inch. .The grates are 5 feet 5 inches in 
length, the grate surface for each double-ended boiler being 
128.1 square feet, while the heating surface in each of these 
boilers figures out at 5,382 square feet, or a ratio of 42 to I. 
The grate surface of the single-ended boiler is 64.6 square 
feet, and the heating surface 2,152 square feet, which makes an 
aggregate grate surface of 448.9 square feet, and a total heat- 
ing surface of 18,208 square feet, or 40.7 to 1 of grate. 


Left 
Handed 


| Forward 


WITH DETAILS OF HUB AND BLADES. 


direction. Each end of each double-ended boiler contains 414 
tubes, of which 184 are stay-tubes and 230 are ordinary tubes. 
All have an outside diameter of 234 inches, with a thickness of 
0.315 inch for the stay-tubes, and 0.1575 inch for the others. 
The front tube sheets have a thickness of 1.06 inches, while 
the back tube sheets are 1.02 inches thick. 

The tops of the combustion chambers, % inch thick, are sup- 
ported by the usual bridge girder, there being four on the 
central chamber and five on each of the side chambers. Each 
carries six supporting bolts. Each of these girders, with the 
exception of the one in each case nearest the shell in the side 
combustion chambers, is supported in turn by two sling stays 
214 inches in diameter, and carried each on a continuous pair 


JANUARY, 1908. 


International Marine Engineering 


27 


a 


of double angles 6 by 6 by 1 inches, riveted to the shell. The 
spacing of the screw stay-bolts in the combustion chambers is 
7% inches in each direction. These bolts are 134 inches in 
diameter. 

Above the combustion chambers are twenty-one through 
stays, of which fourteen have each a diameter of 27 inches 
and are provided with washers 105 inches in diameter, while 
the others have a diameter of 2% inches and have 10%-inch 
washers. In the lower part of the boiler are six stays of the 
latter size, of which four are through stays, while the other 
two, passing between the combustion chambers, are made up 
of three sections swiveled together. 

Each course of the boiler is made of a single plate, with a 
butt joint and double butt straps, the latter having a thickness 
of 1%4 inches. The strength of the outer courses in the boiler 


spectively. Howden’s forced draft is used, and two ventila- 
tors of 2 feet 114 inches in diameter are provided for each 
fire side in the boiler room. 


THE AUXILIARY MACHINERY. 


The two main condensers have cooling surfaces amounting 
to 4,413 square feet each, while the auxiliary condenser has a 
cooling surface of 861 square feet. The cooling pipes, of the 
Everrett system, are of brass, tinned inside and outside, with 
a diameter of 34 inch. The air pumps, of Edwards type, meas- 
ure 235% inches in diameter, with a stroke of 26 9/16 inches. 
The pump barrel is a bronze casting 34 inch thick, the piston 
rod is of Parsons manganese bronze, and all the valves are of 
Kinghorn make. Each main condenser is fitted with one cir- 
culating pump of 150 revolutions per minute, of sufficient ca- 


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SECTIONS THROUGH ONE OF THE DOUBLE-ENDED BOILERS, WITH DETAILS OF RIVETING, MANHOLES AND SLING STAYS. 


shell has been computed as 90 percent of the uncut sheet, and 
the inner course is given as 88.15 percent, with a thickness a 
trifle greater than the outer. The riveting has been done so 
completely as to furnish a rivet strength in excess of that of 
the unbroken shell by about 25 percent. The shell steel has 
been subjected to tests which show a tensile strength of 
66,850 pounds per square inch, with an extension of 20 percent 
in 8 inches. The remaining plates show a strength of about 
60,000 pounds per square inch, with an extension of 25 percent. 
The rivet material shows a strength of 62,500 pounds per 
square inch, with an extension of 20 percent. The plates are 
of Siemens-Martin mild steel, and the riveting, wherever pos- 
sible, was done by hydraulic process. 

The funnel, which has a circular section, consists of an inner 
and an outer tube, with sufficient air space between them, the 
diameters being 10 feet 2% inches and 12 feet 934 inches, re- 


pacity to deliver the cooling water required for both engines 
when working with full steam. 

Two feed-pumps for each engine are fitted, to be used when 
needed for boiler feed; they consist in all their parts of bronze, 
and have a plunger of 4 inches diameter, the stroke being 
26 9/16 inches. There are fitted two single-acting bilge pumps, 
and two pumps for sanitary purposes of the same stroke as the 
feed pumps, and with cylinders 5 inches in diameter. The 
pump barrel of the bilge pumps is of iron and the plunger of 
brass. 

Besides these are two evaporator pumps 2 by 1134 inches; 
one vertical ballast duplex pump 10 and 11 by 12 inches; two 
G. & J. Weir (Cathcart, Glasgow) pumps, each with a ca- 
pacity of 50 tons per hour; and two duplex steam pumps 6 
and 4 by 6 inches, which are used to draw drinking water, 
either from the tanks of the double bottom into a tank 


International Marine Engineering JANUARY, 1908. 


arranged in the engine room, or directly into a tank on the 


promenade deck. In addition to these pumps there is a cir- 
cit AN aaa has culating pump for the auxiliary condenser, of the same con- 
Slit struction as the main circulating pumps, worked at 200 revolu- 
eNGIe V Vi tions per minute. 
ES E i be es The two starting engines have each two cylinders of 5% 
O4 Nine Ne) inches diameter, with a stroke of 5% inches. The turning 
o/. ; NE NEN 7 a engines have each one cylinder 6 by 434 inches. The steam 
VA 113 13 ay yN steering engine, from Caldwell & Company, has cylinders of 
ee OL} 12 inches in diameter, with a stroke of 12 inches. Among 
Ne i/ 43h ma 7| other auxiliary engines there are one for the anchors ; eight 
i Teta cargo winches, four 7 by 12 inches and four 6 by 10 inches; 
ry { 1 
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ELEVATION AND PLAN OF THE STEERING GEAR. 


1 


two steam capstans and a refrigerating engine working on the 
J. & E. Hall (Dartford, Kent) carbonic acid system. 

The Kronprinzessin Cecilie is lighted throughout by elec- 
tricity, which is generated by three dynamos supplied by the 
Allgemeiné Electricitaetsgesellschaft, of Berlin. The engines 
driving these generators are of the compound type, furnished 
by Daevel, of Kiel, and are directly coupled to the dynamos, 
which work at 102 volts, and a maximum of 250 revolutions 
per minute, the output of each dynamo being 400 amperes. 
Two of these engines are placed aft in the main engine room, 
and the third is above the waterline, in a room forward of the 
engine hatch, on the upper deck. The total number of lamps 
is 1,087, while the electricity is used for a great many other 
purposes, including the outfit of the gymnasium, a wireless 
telegraphy equipment fitted in a room of the officers’ house on 
the boat deck, telephones, a complete bell system, and venti- 
lating fans, of which latter there are 188. 


THE PROPELLING MACHINERY LAYOUT OF THE SHIP COVERS, ALTOGETHER, 275 FEET, INCLUDING BOILERS, ENGINES, PROPELLERS AND COAL BUNKERS. 


JANUARY, 1908. 


International Marine Engineering 29 


MODERN MARINE TRANSPORTATION. 
BY WILLIAM T. DONNELLY.* 

Modern marine transportation may be said to have begun 
with the first successful application of steam power to the 
propulsion of ships, and it would seem almost beyond be- 
lief that the present year completes but the first century of its 
application. 

Man, since his advent upon the earth’s surface, has followed 
but two callings—that of war and that of trade. The first 
has been a calling of destruction and annihilation, the second 
a calling of construction and. production—the one tearing 
down, the other building up. And if there is one single thing 
which gives us confidence that the present civilization is to 


The railroads, on the one hand, have persistently con- 
tended that wherever a line of rails was possible, marine 
transportation was useless. The exponents of marine trans- 
portation have contended, on the other hand, that the rail- 
roads simply served the purpose of bringing the materials for 
transportation to the harbors of the world for shipment. It 
now appears that land transportation, as exemplified by the 
railroads of the country, has reached that point in its devel- 
opment where it is more than ready to forget its hostility, 
and to call upon marine transportation for assistance in hand- 
ling the transportation of the continent, and this in spite of 
the fact that it has taken advantage to the fullest measure of 
corporate organization and such general confidence of the 


FIG. 1.—MARINE UNIT SYSTEM APPLIED TO CAR FLOAT SERVICE. 


remain upon the earth, it is that transportation is binding 
all nations into one commercial body. It must be apparent 
to all broad thinkers that the development of the means of 
transportation upon the great bodies of water that divide the 
great,nations of the earth has been the incentive to the mak- 
ing of international treaties of peace, which are constantly 
making war and conquest less and less a normal occupation 
of mankind. 

Great as has been the development of transportation upon 
the sea, even greater development has been made upon land. 
The application of steam power to land transportation com- 
menced about the same time, and its development has measured 
the march of civilization. The savage and the wilderness 
cannot exist where the railroad penetrates. Up to the pres- 
ent time, land and marine transportation have developed in- 
dependently, and to a large extent in hostility to each other, 
although both have been using the same great force. 


*Consulting Engineer, 132 Nassau St., New York. 


people as has enabled it to ‘call to its aid almost unlimited 
capital; while, on the other hand, marine transportation in 
almost every instance has been developed by individual en- 
ergy, organization and management. 


THE ELECTRIC UNIT SYSTEM OF MARINE TRANSPORTATION. 


This has for its foundation the broad application of the 
central station idea for the generation of power, its distribu- 
tion by electricity, and its application to marine transporta- 
tion. The system is applicable to all classes of marine work. 

The marine transportation unit comprises a power vessel 
containing an electric power generating plant, and a number 
of cargo carrying consorts, each propelled by electric power 
furnished from the power vessel. The power plant is of 
precisely the same construction, operation and control as those 
used upon land. This power plant has no direct connection, 
other than electrical, with the propelling power of the vessel 
in which it is carried. or of any other of the fleet, consequently 


30 International Marine Engineering 


JANUARY, 1908. 


the generating engines may be operated at a constant speed 
and in one direction only, which results ina much simpler form 
of engine, requiring less attendance, and much. less liable to 
derangement while in operation. 

The power vessel (see Fig. 4) contains two boilers of the 
marine type, each of 700 horsepower, and two directly con- 
nected electric generating units of 700 horsepower each. The 
duplication of the boilers and generating plant make total 
failure of power highly improbable. Heretofore in all marine 
work there has been the necessity of a concordant action be- 
tween the pilot house and engine room, to control the ves- 
sel; under this system the engine room and power producing 
plant are entirely separate and independent of the navigation 
and control of the vessel, the generation and use of the power 
being entirely separate functions. The power vessel is pro- 


canal, river, harbor and lake navigation. The generation of 
the power is precisely similar, but in this case the electric con- 
nection between the vessels comprising the fleet is extended, 
so that they may proceed in single file, and the control of the 
propelling power of each vessel is in the hands of the helms- 
man or officer in charge of that vessel. 

In the illustration, the power boat is shown as the last in 
the line, but it is, of course, apparent that it can occupy any 
position, and it can be readily seen that in such a fleet each 
vessel, within reasonable limits, possesses all the qualities of 
an independent vessel propelled by power, such as the avoid- 
ance of obstructions, the ability to turn sharp bends in rivers, 
and independently to maneuver around wharves and through 
locks of canals. In addition, the illustration shows the further 
possibility of using power generated in a central station, upon 


FIG. 2.--MARINE UNIT SYSTEM APPLIED TO OCEAN TRANSPORTATION. 


pelled by twin screws operated by electric motors; the con- 
trol of these motors is entirely independent of the power plant, 
and their starting, stopping and reversing will be under the 
direct control of the navigating officer in the pilot house, with- 
out the intervention of bells or signals of any kind. 

The power boat is shown in another view, in connection with 
two car floats. Each of these is provided with twin screws 
operated by electric motors, and the control of these motors 
for stopping, starting and reversing is also located in the pilot 
house of the power vessel, and under the direct control of 
the navigating officer. The application of the system involves 
the principle of so distributing the power that each of the 
units receives the amount necessary to propel it at the same 
speed, thus eliminating any necessity of transferring strains 
between the vessels. 

In another case, Fig. 3, the system is shown as applied to 


one of the boats, for refrigerating purposes on others, and it is 
pointed out that when such a refrigerated cargo reaches its 
destination, connection can be made to any source of elec- 
tricity upon the shore, and refrigeration continued while the 
cargo is being discharged and a new one loaded. 

Fig. 2 illustrates the application of this system to ocean 
navigation. In this illustration three vessels are shown, 
the central one containing the power plant, distributing power 
to a vessel ahead and another astern. For this class of work 
the power vessel would be provided with an automatic wind- 
ing engine to control the length of the electric cables convey- 
ing the power to the other vessels of the fleet. 

In the application of the system to the smallest class of 
shallow river vessels, the power is generated by an internal 
combustion engine using oil as fuel, and the propulsion is by 
means of stern wheels. With this system it is possible for 


JANUARY, 1908. 


one man to care for the generating plant, and to control the 
movement of the three vessels comprising the fleet. The sys- 
tem makes possible marine transportation on a less draft than 
has been heretofore possible. Attention is called to the fact 
that the three vessels are precisely alike, and that there is no 
necessary structural connection of the power generating plant 
to the hull; so that, in case of injury or grounding, it can 
readily be transferred to any one of the barges. 

It should further be considered that this system offers a 
very great additional advantage, in that it provides for a source 
of light without a separate installation for that purpose, the 
lighting circuit being, of course, taken direct from the main 
power circuit; and as all modern freight movement proceeds 
without interruption, night and day, this consideration is by 


International Marine Engineering 31 


four hours per day, while with steam freight carrying vessels 
it is an established fact that more than half the time is spent 
in discharging and loading cargo; this is fully brought out in 
the comparison made in another part of this paper, where the 
resulting economy of this system is pointed out. The appli- 
cation of this system of navigation to the smaller rivers and 
waterways of the interior will result in a very great extension 
of the business and very many economies in operation. 

At the present time such navigation is carried on by a 
steam propelled vessel of sufficient capacity to carry all the 
freight for the territory which it serves, and it is under the 
most severe restrictions as to the matter of draft, and conse- 
quently displacement, and at the same time must have suffi- 
ciently powerful machinery to make headway against strong 


FIG. 3.—MARINE UNIT SYSTEM APPLIED TO RIVER, LAKE AND CANAL TRANSPORTATION. 


e 


no means a small one. It will be readily understood that 
the readiness with which electricity could be utilized for 
searchlights for river navigation at night would materially add 
to the efficiency of the system. 

Further general advantages of the system are as follows: 
all inland water navigation is hampered and limited by the 
small depth of water, which limits the size of transportation 
units, and by limiting the amount of water on which the pro- 
peliing apparatus can act, seriously restricts the application of 
power in large units. The electric unit system makes possible 
the development of power in large units, its distribution to a 
number of small vessels, to each of which it is applied most 
economically and with the smallest amount of attendance. The 
placing of the power plant in one vessel and the providing of 
the cargo space in others makes it possible to adapt each to 
the particular use for which it is intended, and a much higher 
economy in construction and operation is possible for each. 

It is an established practice to operate tow-boats twenty- 


currents. At every point where freight is received or dis- 
charged the vessel, with the entire crew, must remain idle 
while the freight is being received and discharged. 

On the other hand, through the electric unit system, a 
power boat designed for that purpose only, capable of trans- 
mitting propelling power to a number of lightly constructed, 
shallow-draft barges, each equipped with sufficient electrically 
operated propelling power to meet the conditions, would 
operate as follows: Instead of the whole transportation unit 
remaining idle while freight was being loaded and discharged, 
a single barge, of a capacity sufficient for the particular 
freight depot, would be detached upon the up-trip at a town 
or city, the power boat and remainder of the fleet proceeding 
without delay. This procedure would be repeated at each 
town along the river. Upon the return trip, such barges as 
had been loaded would be taken up. In this way the work- 
ing plant, comprising the greater part of the investment, and 
by far the greater part of the working force, would be kept 


32 International Marine Engineering 


JANUARY, 1908. 


constantly employed and approximately twice the amount of 
transportation accomplished for the same investment of capi- 
tal and labor as by the old method. 

The collecting of perishable food products, such as are kept 
in cold storage, will be greatly facilitated, it being clearly 


electricity for power or lighting. The fact that the power 
vessel can be laid up at a point where fuel can be stored 
would make it possible for such a plant to furnish electric 
power or lighting at a very reasonable figure. 

(To be concluded.) 


4 


a 


! 

| 

| 

| 

— 
=f=I--- 

i} 

I 
} 


FIG. 


recognized by all engineers that the most important factor of 
cold storage plants is an ample supply of cooling water, and 
the added fact that upon the water power can be generated 
cheaper than under any other conditions. When there is the 
additional consideration that electric power can now be pur- 
chased as readily as any other commodity, in all towns and 
cities, to operate the cold storage plant when the barge is de- 
tached from the power vessel, it is practically certain that this 
system of gathering and handling perishable food products is 
destined to have an exceedingly wide application. 

In the broad application of this system to inland waterways 
it will, of course, be immediately apparent that the freight 
barges with their motor power are not in any way limited for 
their operation to any particular power vessel, but that in the 
extension of the system, the power vessel will be treated 
entirely separate from the cargo vessel, and that the cargo 
vessels will be moved systematically on schedule time by 
power vessels in precisely the same way as freight cars are 
moved by locomotives. But it should be pointed out that 
marine transportation under this system possesses several 
distinct advantages over the movement of freight upon rail- 
roads. The maintenance of right of way is entirely elimi- 
nated. All switching and yard work is eliminated; almost 
unlimited restrictions as to dimensions and carrying capacity 
is admissible in freight-carrying units, it being understood that 
any size of unit may be used with the sole provision that the 
amount of propelling power introduced shall be sufficient to 
give all the same speed when in transit. 

It should also be pointed out that, when the present form 
of marine freight vessel or tow-boat is laid up, the whole in- 
vestment is entirely useless for any other purpose; but with 
this system, an electric power generating vessel, when laid 
up for a closed season in northern latitudes, or for lack of 
business at any time, is still available for the generation of 


4.—MARINE UNIT SYSTEM POWER BOAT. 


THE ROYAL NAVAL COLLEGE AT GREENWICH, 
AND THE TRAINING OF ENGINEER OF= 
FICERS FOR THE ROYAL NAVY. 


BY J. W. W. WAGHORN, D. SC. 


Few more imposing buildings are to be seen in Great 
Britain than the noble pile designed and built by Sir Christo- 
pher Wren as a home for disabled seamen, and now used as 
the principal center for imparting technical knowledge to the 
officers of the various branches of the royal navy. Probably 
still fewer places are as deeply steeped in historic reminis- 
cences of the Plantagenet, Tudor and Stuart monarchs, or 
have been more closely associated with the varied fortunes of 
those houses. The present buildings occupy the site of an 
earlier building built or enlarged by Duke Humphrey, of 
Gloucester, the brother of Henry V. 

Some idea of these older buildings enlarged by successive 
monarchs can be obtained from the copies of old prints, 
which show how they appeared in the times of Elizabeth and 
of Charles II]. The print of 1662 shows also the castle on the 
rising ground of Greenwich Park close to Blackheath, also 
built by the ‘““Good Duke,” and used as a sort of sanatorium 
for sufferers from the damper air of the lower ground by the 
river. The castle was given over for astronomical observa- 
tions by Charles II, and has been ever since the royal observa- 
tory and residence of the astronomer royal from the times of 
Flamstreet, the first holder of the office. This is also shown 
in the view of the college grounds and buildings, looking from 
north to south. 

Charles II, some four years after his restoration, com- 
menced to rebuild the palace under the direction of Sir Isaac 
Denham, who took down the old buildings, of which at the 
present time no trace remains except the crypt below the block 
containing the naval museum. After the victory of Cape La 
Hogue, which shattered the hopes of James II of regaining his 


JaNuARY, 1908. 


International Marine Engineering 33 


GENERAL VIEW OF THE NAVAL COLLEGE FROM THE RIVER. 
(Photographs by E. J. Collins, 


lost kingdom, Mary (in William III’s absence), in gratitude 
to her naval heroes, decided that the partially rebuilt palace 
should be devoted as a home for seamen “disabled by age, 
wounds or accidents.” Wren furnished the designs and lived 
close by during the completion, and William, after Mary’s 
death, pushed forward the work of rebuilding. Between 2,000 
and 3,000 pensioners resided at the hospital at one time, but 
in later years the number was reduced to about one-half; the 
men themselves disliked the disciplinary character of the life, 
and preferred a pension with the freedom of their own homes. 

In 1873 the government, in which Goschen was the first 


FUNERAL OF QUEEN ELIZABETH AT GREENWICH IN 1603. 


Lord of the Admiralty, decided that it would not be incon- 
sistent with the traditions of its past to convert the hospital 
into a college for the scientific training of all branches of the 
royal navy. For fourteen years before the establishment of 
this college an advanced course of instruction in mathematics 
and technical subjects was held at the Royal School of Naval 
Architecture and Marine Engineering in some buildings of the 
South Kensington Museum, attended by a few students of 
naval architecture and naval engineer students selected an- 
nually by examination from those training at the royal dock- 
yards. The course lasted for four years, on what is now 
known as the “Sandwich” system, about seven months of 
every year being spent in theoretical study in London, and five 
months in practical work at the dockyards. The school owed 
its initiation to the urgent representation of a small com- 


THE OBSERVATORY IN MIDDLE BACKGROUND. 
Ik INo ©) 


mittee of the Institution of Naval Architects, of which Scott 
Russell,, the designer of the Great Eastern, was an active 
member, who felt strongly the necessity of an advanced train- 
ing for engineers and shipbuilders in the interests of the 


IN 1662, SHOWING HILL ON WHICH OBSERVATORY IS NOW LOCATED. 


country génerally, and the Admiralty more particularly. The 
school was dissolved, and its work transferred to Greenwich 
on the establishment of the Naval College. That the former 
school fulfilled the purpose for which it was founded is shown 
by the fact that nearly all the high technical posts at the Ad- 


Hee eis 


THE BUILDINGS IN 1662. 


miralty, and very many at Lloyd’s and at the great engineering 
and shipbuilding firms of the country, are filleél by its former 


pupils. 
At the time when the hospital was converted from its earlier 


34 International Marine Engineering 


JANUARY, 1908. 


purpose as a home for pensioned seamen it had become grad- 
ually recognized that technical scientific education was re- 
quired, not only for the engineer officers and the future con- 
structors at the dockyards and designers at the Almiralty, but 
also for all the executive officers of the navy. In the previous 
days of the old sailing vessels and wooden men-of-war, a 
knowledge of navigation was the only scientific attainment ex- 
pected of the naval officers; presence of mind, courage, cool- 
ness, readiness of resource and the facility of command suf- 
ficed for the rest. When we remember that Columbus, with 
no appliances beyond the imperfect form of quadrant, known 
as the astrolabe, and a compass of which even the fact that its 
setting varied largely at different places was not common 
knowledge, doubtfully known to himself, with no chronometer, 
log or chart, was able by dead reckoning, which meant guess- 
ing the speed through the water, in each of his voyages from 


an elementary knowledge of naval construction; but included 
directly in the duties of the executive staff are the motors, 
dynamos, lamps, searchlights, telephone exchanges and wire- 
less instruments, which make the modern battleship or first 
class cruiser an electric engineering station of considerable 
complexity and no mean magnitude. 

He should possess the necessary mathematical and technical 
knowledge required for navigation and pilotage, and under- 
stand the troublesome subject of compass errors and their cor- 
rection, complicated not only by the constant alteration due to 
a change of geographical position, but also by the varying dis- 
turbances due to the close proximity of dynamos, motors and 
other magnetized masses. Looking at the duties from other 
points of view, he should be a good linguist, something of a 
lawyer, acquainted at least with the laws of evidence and 
practice of courts martial, and be able to cope with the diffi- 


A CORNER OF THE DYNAMO ROOM IN THE ENGINEERING LABORATORY. 


the West Indies, to make his port in Spain with certainty, and 
to predict at night that a certain land would be sighted in the 
morning, it is not to be wondered at that a limited mathemati- 
cal knowledge, with the help of modern appliances, sufficed 
for the needs of the navy up to comparatively recent times. 
During the last half century, however, the modern man-of- 
war has rapidly become, and with an ever-increasing accelera- 
tion, a collection of mechanism of the most complex type; and 
the executive officer, especially if he undertakes at some time 
in his career the duties of a gunnery or torpedo lieutenant, 
must acquire a knowledge (and know a good deal) of the 
practical side of more than one profession. The naval officer 
should be proficient in the working parts, and understand the 
details, of the numerous and complicated items of machinery, 
hydraulic, pneumatic and electric, required for the working of 
guns, torpedoes, mines, for transmitting orders automatically 
to all parts of the ship, and varying from the powerful ma- 
chinery required for a 12-inch gun to the delicate optical ad- 
justments of a rangefinder. He should know something of the 
working of his main and auxiliary engines, and have at least 


cult problems of maritime and international law. He should 
be an expert in naval strategy and tactics, and know something 
of the duties of the sister service, when in charge of expedi- 
tions on shore. 

When, at the time the Greenwich College was started, the 
need of a much more extended system of education for the 
naval officers was felt, arrangements were made by which all 
executive officers, after they had spent some time at sea and 
had attained the rank of sub-lieutenant, should compulsorily 
be appointed to the college for a course of study lasting about 
six months, and terminated by a qualifying examination. 
Officers of higher rank, lieutenants, commanders and captains, 
were encouraged, at periods when not appointed to a com- 
missioned ship, to.attend classes in various subjects, such as 
mathematics, physics, steam, chemistry, languages, fortifica- 
tion, naval strategy, etc. Lieutenants qualifying for gunnery 
or torpedo duties spent the session of nine months at Green- 
wich before proceeding to the special training ships for the 
practical part of their instruction. A war course for senior 
officers (captains and commanders) was held for several years, 


JANuARY, 1908. 


International Marine Engineering 35 


and even a short course for admirals, lasting for six weeks at 
a time and always well attended, showed that the modern naval 
officer recognized that at no period of his service was he too 
old to learn. During the last few years, however, much of the 
instruction previously given at Greenwich has been transferred 
to the naval ports. The war courses are held at Devonport, 
Portsmouth and Chatham, the qualifying courses for the spe- 
cial technical officers (gunnery and torpedo) are held at 
Portsmouth, and only those who show special ability (about 
one-third of the number qualifying) proceed afterwards to 
Greenwich for a more advanced course of nine months’ dura- 
tion. 

On the same principle, only those sub-lieutenants (about 
one-half the total number) who attain a sufficient standard in 
an examination held at sea, proceed to Greenwich for a further 
course of six months’ instruction. Also, whereas formerly all 
the engineer officers, after their training at Keyham, came to 
the naval college for one session, under the present regulation 
only those most likely to profit by the instruction are ap- 


marine and engineering officers. The education and details of 
courses referred to in this article apply obviously to the older 
system, which will soon be obsolete. 

The successful probationary cadets pay £75 ($365) a year 
towards the expenses of their residences and training at the 
Engineering College at Keyham, but scholarships are awarded 
to a considerable number at the head of the list, which re- 
duces the fees to £40 ($195) a year. Such students, engineer- 
ing cadets, must enter the government service if they are 
offered commissions at the end of their course of four years. 
The remainder, probationary cadets, will be allowed to take the 
commissions, if they are successful in the final examinations, 
but are not obliged to do so. About one-half of the total 
entry receive commissions at the end of the course. The 
training is partly mathematical and scientific, under a staff of 
which Prof. Worthington, F. R. S., is the head; partly practical 
and technical, under a staff of engineer lieutenants, one in 
charge of each term, and an engineer commander, all the or- 
ganization and general supervision being carried out by an 


a THE COLLEGE GROUNDS, PAINTED HALL AND CHAPEL. 


pointed: The result of these two conclusions, that where pos- 
sible naval subjects should be taught in the ports where the 
fleets assemble, and that only those who have shown particular 
aptitude should proceed to more advanced education, has re- 
sulted in a considerable diminution of the students in residence, 
who number normally under the present regulations about 100, 
as compared with almost double this number a few years ago. 

In addition to executive officers, engineering officers and 
students of naval architecture, all marine officers, both of the 
Royal Artillery and of the Light Infantry, are attached to the 
college for a period of one or two years. Gentlemen, grad- 
uates of the universities, qualifying for the rank of naval in- 
structor, attend the courses, and many individual officers are 
appointed for work in some particular department before 
taking up some technical appointment or undertaking some 
special work. 

Candidates who have obtained nominations for thé engineer- 
ing cadetships, of limits of age between 14%4 and 16%, are 
examined annually, and those selected proceed to Keyham for 
a course of training. It must be remembered, however, that 
the terms used refer to the past, and that the system that has 
produced the present officers of the engineering branch is now 
superseded by the new scheme of a common entry and joint 
training up to a certain point in their career, for the executive, 


engineer captain; an executive officer of the rank of captain 
being at the head of the whole establishment. 

Two mornings and three evenings in a week are devoted 
to the mathematical and scientific studies. The rest of the 
time is spent in the various workshops, iron and brass foun- 
dries and in repairs on board ship. A separate fitting shop and 
a drawing office are allotted to the students. Their work is 
carried on under the supervision of the engineer lieutenants, 
assisted by workmen instructors. Whenever it is possible, 
the whole of the repairs of a certain ship are carried out by the 
cadets, under the same conditions as by the factory workmen, 
and the trials run under the usual tests. 

A certain number, generally about one-half of those who 
obtain commissions, proceed to Greenwich for a course of nine 
months’ further study. At the end of their second year at 
Keyham, appointments are offered to the first two or three on 
the examination list to enter the royal corps of naval con- 
structors. The training in their case naturally differs some- 
what on the technical side from that of the engineering cadets; 
they also proceed to Greenwich, and stay there for the full ad- 
vanced course of three years. 

The instruction at Keyham includes algebra, trigonometry, 
differential and integral calculus, the application of graphical 
methods to the solution of problems, statics, dynamics and 


36 International Marine Engineering JANUARY, 1908. 


A VIEW IN THE MECHANICAL LABORATORY. \ 


hydrostatics; mechanical drawing, mechanism and applied 
mechanics, and strength of materials, with laboratory work in 
these subjects; lectures and laboratory work in chemistry, in- 
cluding analysis of funnel gases, hardness of water, boiler in- 
crustation, etc.; lectures and laboratory in physics, including 


optics, heat and the elements of thermodynamics, electricity 
and magnetism, the applications of electricity in dynamos, mo- 
tors, wireless telegraphy, etc. The engineering lectures in- 
clude the description of the parts of various types of steam 
engines and boilers, properties of steam, indicator diagrams, 


A SECTION OF THE MECHANICAL LABORATORY. 


JANUARY, 1908. 


International Marine®@Engineering 37 


THE APPARATUS IN THE PHYSICAL LABORATORY. 


combustion, oil and gas engines, engine room duties, propulsion 
of ships, hydraulic machinery and the metallurgy of iron and 
steel and alloys used in naval practice. 

A certain number of appointments to the rank of engineer 
sub-lieutenant have, under the regulations in force up to the 
present time, been offered to candidates, not trained at Key- 


ham, between the ages of 20 and 23, who have had at least 
one year’s training at a recognized technical institution, not 
less than three years at some approved engineering firm, and 
who obtain the requisite qualifying marks in the papers at the 
final examination to the Keyham cadets. If their examination 
record is sufficiently good, they can proceed to the advanced 


THE NEW CHEMICAL LABORATORY. 


38 International Marine Engineering 


JANUARY, 1908. 


course at Greenwich. At the termination of the session’s 
work, a few of the engineer sub-lieutenants, generally about 
four in number, are selected to stay for a further course of two 
more sessions (of nine months each) with the view of quali- 
fying for the more important posts at the Admiralty and 
royal dockyards; all the students of naval construction also 
stay for the full course of three sessions. _ 

Private students of either marine engineering or naval con- 
struction may be admitted to the full advanced courses on 
passing a qualifying examination and payment of an annual 
fee of £30 ($146). These students do not,however, reside at 
the college. Scholarships and free studentships are offered to 
those private students who attain a certain standard at the 
entrance examination, and such students may be taken into the 
Admiralty service at the completion of their studies, com- 
peting on equal terms with the students trained in the govern- 
ment establishments. Testimony to the high value of the 
Greenwich instruction is given by the fact that many foreign 
governments have, since the first institution of the college, 
been glad to send the ablest students of their engineering and 
construction corps, and executive and engineer officers of 
their respective navies, to join these classes. As long as it 
was permitted by our Admiralty, the American, Italian, 
Danish, Swedish, Chinese and Japanese and other govern- 
ments sent some of their ablest men, and the high offices of 
the naval construction and engineering departments of the 
nations were filled mainly with former students of Greenwich. 
Of recent years, the Admiralty has been less ready to supply 
the technical training for other countries, but the Japanese 
have already been allowed to send two or more representative 
officers, and these men, as we might expect from the known 
ability and devotion to study of their race, always take good 
positions in the final examinations, and hold their own, in 
spite of the difficulties due to their imperfect knowledge of the 
language, with the best of our own men. At the present time, 
one Portuguese naval officer, two Japanese students (of naval 
construction and of marine engineering, respectively) and a 
Japanese commander who took an active part in the last war, 
are at the college, and in the ensuing session several Chinese 
students will be admitted. 

The mathematical work of the first year repeats and treats 
more fully the subjects already taken up at Keyham, algebra, 
trigonometry, co-ordinate geometry, differential and integral 
calculus and the mechanics of solids and fluids. In the second 
and third years the course in pure mathematics includes ana- 
lytical solid geometry, elementary differential equations, mainly 
in applications to mechanical and physical problems, curve 
plotting, etc. In applied mathematics, the mechanics of solids 
and fluids is treated in much greater detail and by more general 
methods than in the first year course. Besides the usual prob- 
lems of statics and dynamics of a particle, are considered the 
equilibrium of chains and elastic beams, and the general 
dynamics and kinematics of rigid bodies, special attention be- 
ing paid to questions involving rotation, gyrostatic control, etc. 
The naval constructors have also a course in dynamics. 

In applied mechanics the first year syllabus for the students 
is on the same lines and general scope as the final B. Sc. or 
B. E. at any of the universities. In the second and third 
years, the work may be compared with a post-graduate course 
in the higher branches of applied mechanics in relation to de- 
sign, such as secondary balanting of engines, vibration of 
structures, whirling of shafts, etc. Thermodynamics of the 
steam engine and steam turbine, of internal combustion en- 
gines, of refrigeration and air compressors, design of centrifu- 
gal pumps, of turbines and other hydraulic plant, are taken up; 
with lectures on stream lines and wave motion and resistance 
and propulsion of ships. 

An important feature of the instruction of this depart- 
ment is the course of practical work in the newly equipped 


laboratory, of which two views are given. Experiments are 
carried out in the first year illustrating the efficiency of lift- 
ing tackle, the laws of linear, angular and harmonic motion, 
illustrated by the usual apparatus, such as the ballistic pendu- 
lum, the gyroscope, etc.; the laws of friction, the measure- 
ment of elastic constants of materials, the discharge through 
orifices, etc. 

In the last two years the extended course includes the test- 
ing and microscopic examination of metals and efficiency tests 
of various types of boilers and engines (steam, hydraulic and 
internal combustion). In the third year research work in 
various subjects is undertaken, in which the students are ex- 
pected to use their own powers of resource and originality. 
During the last term investigations have been carried out on 
the efficiency of injectors, of petrol engines, on lubricants, on 
the application of Hele Shaw’s stream line apparatus for the 
estimation of mechanical stresses in structures, on the hard- 
ness and ultimate strength of iron-carbon alloys, on the me- 
chanical properties of materials, coupled with microscopical 
examination and chemical analysis. 

The plant includes, among other items, a marine engine 
of 50 horsepower by Belliss & Morcom, coupled to a Siemens 
shunt dynamo; a 33-kilowatt Parsons turbine and direct- 
current generator, and a 20-kilowatt De Laval turbine and 
generator. The internal combustion engines include a 15- 
horsepower Diesel, 12-horsepower Thornycroft petrol, 12- 
horsepower Crossley gas and 2'4-horsepower Hortsby-Ack- 
royd hydraulic. A 1o0-ton hydraulic testing machine by Rush- 
ton; an air refrigerating machine and air compressors; an 
equipment by Zeiss for the microscopic examination of met- 
als, and a dark room for photographic work are also pro- 
vided. The building is lighted and supplied with alternating 
current from the mains of the South Metropolitan Company, 
and a battery of 55 storage cells enables direct current to 
be obtained, when required. A well-equipped work shop, 
with lathes, shaping and milling machines, serves for the con- 
struction of new appliances and the repairs necessary for 
those existing. 

A very considerable proportion of the working hours of 
the engineer sub-lieutenants is devoted to the design and 
drawing of engines and their component parts. Lectures and 
notes on the parts designed are given by an engineer officer 
on the Admiralty staff, assisted by an engineer officer attached 
to the college. About six hours a week are given in the 
first year to this subject, which enables the student to com- 
plete about ten finished drawings, with calculated dimensions 
of parts, such as the crankshaft, piston, piston rod and cross- 
head, etc., suitable for the engines of a given ship. 

In the second and third years about ten hours a week are 
devoted to this subject, during which time a complete design 
in full detail of a set of main engines for a given’ ship is 
worked out. Two students work together, and complete about 
twenty drawings, including the general plan and elevation of — 
main and auxiliary engines, details of parts, and arrangement 
of pipes in boiler and engine room. Lectures on naval archi- 
tecture are given by a member of the corps of naval con- 
structors, and lectures on points of present interest in naval 
practice, such as oil fuel, turbines and internal combustion 
engines, by an engineer commander attached to the college 
and in charge of the instruction to executive officers in steam, 
mechanism and machine drawing. 

The first year students attend lectures on the application 
of electricity, in continuation of their previous courses at Key- 
ham, including the principles and service details of arc lamps, 
searchlights and glow lamps, of continuous-current dynamos 
and motors, of alternating-current circuits and their properties, 
of the various types of alternating-current dynamos and mo- 
tors and their characteristic properties, transformers, rectifiers, 
etc., on the transmission of power, and the principles and 


January, 1908. 


International Marine Engineering 39 


apparatus involved in wireless telegraphy. These lectures are 
supplemented by practical work in the physical laboratory, 
including efficiency tests of the various types of dynamos and 
motors, transformers, lamps, rectifiers, etc., the determina- 
tion of the magnetic constants of materials, of capacities and 
inductances, etc. 

The plant includes a 12-kilowatt motor-generator set by 
Siemens, shown in the view of one corner of one of the dy- 
namo rooms, consisting of a shunt-wound motor coupled on 
either side to a direct-current compound dynamo. These dy- 
namos can be uncoupled from the motor and driven as shunt, 
series, cumulative or differential motors from the direct-cur- 
rent mains. The machines are fitted with slip rings con- 
nected to the armature, and will consequently generate three- 
phase current, either as dynamos or motors. They can be 
driven as rotary converters, either from the direct or alternat- 
ing side, and can be used as synchronous motors. The plant 
is also conveniently arranged for efficiency tests on the usual 
Hopkinson method. Another motor-generator set by Cromp- 
ton consists of a two-phase induction motor driving on one 
side a continuous current dynamo and on the other a two- 
phase generator, which can also be run as a single-phase or 
two-phase synchronous motor. A motor generator set by 
Schuckert provides continuous current from the alternating 
mains of the South Metropolitan Company. Among other 
items are a four-pole and a two-pole compound dynamo by 
Siemens; a small alternating generator and separate exciter 
by Johnson & Phillips, and two and three-phase induction mo- 
tors from 12 to 2 horsepower by the same firm. Rooms are 
fitted up for the testing of arc and glow lamps; for the 
measurement of inductances; for calibration of instruments 
by Crompton’s potentiometer, for the use of wave meters in 
wireless experiments; for observations in terrestrial mag- 
netism; for compass correction; for work in heat and light, 
and for a course of elementary mechanics and hydrostatics. 
Another view shows a portion of the large room used for 
ordinary electrical measurements, with Wheatstone bridges, 
etc. A dark room and thoroughly equipped photographic 
studio is also attached to the department. 

The lectures in chemistry deal, besides the general prin- 
ciples, with such practical applications as fuels, boiler in- 
crustations, etc. A course of lectures on metallurgy is also 
given in this department. In the first year, the practical work 
is mainly qualitative analysis; in the second year, on the test- 
ing of coal, liquid and gaseous fuels and their analysis, 
physical and chemical examination of lubricating oils, ex- 
amination of water for use in boilers, etc. A view of a por- 
tion of a large room recently added to the chemical laboratory 
is shown. 

Instruction in languages, French and German, is given to 
those taking the long course. All officers are requested to 
spend a certain time every week in the exercises of the 
Swedish physical drill. The recreations in the college life 
have not been neglected; there are two racquet courts, many 
lawn tennis courts, a fine bowling alley and a billiard room. 
* The lease of a football and cricket ground a little distance 
from the college ground will, unfortunately, terminate this 
year, and pass into the hands of the speculative builder. 

The courses of study, and all the educational arrangements, 
are under the control of the director of naval education, Pro- 
fessor I. A. Ewing, F. R. S., who is also responsible for all 
the other educational establishments connected with the Ad- 
miralty, and for all matters pertaining to the training of the 
personnel of the navy. An “admiral president” is at the head 
of the college, and is assisted in all matters of discipline by a 
naval captain. It must, of course, be borne in mind that the 
education and training of the engineer officer as shown in this 
sketch refers to the present and the past, but that in a very 
short time a new system will take its place, of which the gen- 
eral scheme, but not the details, are yet public. 


Italian Armored Cruiser Pisa. 


On Sept. 15 there was successfully launched from the ship- 
yard of Orlando Brothers & Company, Livorno, Italy, the 
first of four first-class armored cruisers building for the 
Italian navy. The ship has the following dimensions: 


Meters. Feet. 
Lema Over alll, cocsvloccscee vouocc0a0ec 140.5 461 
Length between perpendiculars.......... 130. 427 
Fextrem enbeamiupscc anit nena acurtele ereiercle cists 21.06 69 
IDX tcen coo cadidos Hub eta one oe Dee 12.15 30.9 
Mieanwidnrattiacrerccrrn cope cece a. 7.18 23.6. 
WMiasanrayerin GHEE 5 9900000000000000000000 7.43 24.4 
Metacentricahelchtrrenriaeeeiccicciicce 2 3.04 


Normal displacement in tons, 10,118. 


LAUNCHING OF THE ITALIAN ARMORED CRUISER PISA. 


This ship is propelled by twin screws actuated by triple 
expansion engines, with a designed horsepower of 19,000 
under forced draft, and at 132 revolutions per minute. This 
is expected to give a speed of 22.5 knots, with a correspond- 
ing speed of 20 knots at 15,200 horsepower and natural draft. 
Steam is supplied by twenty-two watertube boilers of the 
Belleville type, fitted with economizers. 

There is a complete armor belt running from stem to stern, 
with a width of 7 feet 3 inches, of which 4 feet II inches is 
below the waterline. The maximum thickness is 7.87 inches, 
decreased to 3.16 inches at stem and stern. The protective 
deck has a thickness of I inch. 

The battery is an extremely powerful one, including four 
10-inch guns, 45 calibers long, mounted in pairs in turrets 
forward and aft, with an arc of fire of 260 degrees, half each 
side of the center line. The height of these muzzles above 
the water plane is 24 feet 3 inches. There are eight 7.5-inch 
guns, 45 calibers long, in pairs in four turrets at the corners. 
of the superstructure. These have an altitude above the 
water of 22 feet 2 inches. They have a range of fire of 160 
degrees, of which 90 degrees comprehends the arc between 
the fore-and-aft line and the beam for the various guns. The 
secondary battery includes sixteen 3-inch guns, eight 3- 
pounders and four Maxims. There are three 18-inch torpedo. 
tubes, all submerged, two being located just aft of the ram, 
while the other one is just above the rudder. All of the 
artillery is of the latest Vickers type, and was made in Bar- 
row-in-Furness. 

These ships are such an advance over anything else of the 


40 International Marine Engineering JANUARY, 1908. 
Pisa. Charleston. Cornwall. T okiwa. Marseillatse. 
IDI EP GSW! IW (HOTS. o50000900000000000000000 10,118 9,700 9,800 9,750 9,856 
lBloletNONKIPOd0 6000a0060000000000000000000000 19,0CO 27,200 22,700 20,550 21,800 
Soa Ti VNC 6 og cocon0 000 ob 500000000000000 22.5 22.04 23.69 23.09 21.04 
{Nobeatee M57 COMBINE. 6000000000000000000000000 281 179 2608 274 214 
Mainvibatteryascec Gece aoc eer rerintcl: I.our 10” Fourteen 67 Fourteen 6” Four 8” Two 7.6” 
Hight) 7e57 Fourteen 67 Eight 6.4” 
Six Gay’ 
VOEKAS TN FTOWIN.4.06060500000005000000000 2,8ce 800 goo 1,70C 822 


same size and type yet laid down that a comparison with 
some of the efforts of other powers will doubtless be inter- 
esting. With this idea in view we will compare them with 
the Charleston class of the United States navy, the Cornwall 
class of the British navy, the Tokiwa class of the Japanese 
navy, and the Marseillaise class of the French navy. These 
ships are all near enough of a size to make a comparison worth 
while. ; 

The splendid propulsive results achieved with the Cornwall 
and Tokiwa will in all probability be equaled or surpassed by 
the Pisa, such is the extremely high character of Italian de- 
sign from this point of view. In comparison, the Charleston’s 
performance is truly pitiable, and her broadside is the weakest 


INBOARD PROFILE AND BATTERY PLAN OF 


of the five, being less than 30 percent as powerful as that of 
the Pisa, and at long ranges much less even than that small 
percentage. 


The aggregate tonnage of vessels going alongside the 
wharves in Hamburg harbor, Germany, during 1906 amounted 
to some 6,000,000 tons net. Of these vessels 2,551, an aggre- 
gate of 3,900,000 tons, carried the German flag, showing a 
notable increase as compared with the previous year. As for 
England, there was a slight decline in tonnage, compared with 
1905, the figures being respectively 1,520,000 tons and 1,580,000 
tons, while the number of vessels was about the same—2,056 
and 2,054. Norway accounts for 296 vessels with 159,000 tons, 
Holland has 281 vessels with 158,000 tons, which means an 
increase of some 50 percent. Denmark comes next with 321 
vessels and 93,000 tons; and then France with 84 vessels and 
75,000 tons—about the same as the previous year. Sweden 
shows a slight decline, with 124 vessels and 60,000 tons. Of 


other countries, Spain accounts for 20,000 tons; then come 
Italy with 12,000 tons, Russia with 6,000 tons, and Austria- 
Hungary, with one solitary vessel of 3,000 tons. The United 
States of America was not represented at all. 


A New 150=Ton Hydraulic Crane. 


The crane has been erected for the Elswick Ordnance 
Works of Sir W. G. Armstrong, Whitworth & Company, 
Limited, and is of the fixed luffng type. All the motions, 
rotating, hoisting, and raising the jib, are performed by 
hydraulic power. The crane is intended for handling guns 
and their mountings, and for general use in completing large 
warships. Owing to the increasing size and breadth of 


a tt 
———I ancuey 


THE NEW ITALIAN ARMORED CRUISER PISA. 


modern vessels, the shear legs hitherto used for this purpose 
have not sufficient reach over the water. 

The crane is capable, when working with an effective pres- 
sure of 750 pounds per square inch, of lifting a load of 150 
tons from 15 feet below to 85 feet above quay level, or 
through a total height of 100 feet. The maximum rake or 
radius with this load is 99 feet, and the minimum rake 44 
feet, the maximum outreach beyond the face of the quay be- 
ing 74 feet. Auxiliary lifting machinery is fitted for dealing 
with lifts up to 25 tons, the maximum rake for this lift being 
117 feet and the minimum rake 50 feet. The range in turning 
is unlimited. 

The pedestal is constructed of steel plates and angles, and 
has an archway through it of such size as to allow of two 
lines of rails being laid through it. It measures 38 by 45 
feet across the corners. The pedestal is bolted to the founda- 
tions by 24 wrought iron holding down bolts, six at each 
corner. The revolving portion of the crane is carried on the 
top of the pedestal, and turns on a ring of steel “live” rollers 


_JANuARY, 1908. 


working between roller paths of cast steel, a steel central 
pivot being also fitted. The external diameter of the roller 
path is about 38 feet. The pillar, framing and jib are of steel 
plates and angles strongly braced together. 

The main lifting machinery is in two sets, each set being 
-capable of lifting 75 tons, stop valves being provided so that 
each set can be worked independently, or in conjunction 
with the other set. Both are contained in the pillar, and each 
-consists of two hydraulic cylinders with rams acting on a 
‘common crosshead fitted with multiplying gear (8 to 1), 
-guides and steel wire lifting rope 7 inches in circumference 
swith a breaking strength of about 160 tons. Each rope is 


International Marine Engineering AI 


and fitted with a swivel hook and an overhauling weight. 

The luffing machinery is placed on an inclined frame at the 
back of the pillar, and is of the direct-acting type, there being 
two hydraulic cylinders, the plungers of which working 
downwards act together on a forged steel crosshead, to the 
ends of which are attached the back ends of the steel luffing 
stays, the outer ends being attached to the jib head, so that 
the motion downwards or upwards of the crosshead luffs the 
jib in and out, respectively. The crosshead works on forged 
steel guide plates bolted to the inclined luffing frame, the 
guide pieces on the crosshead being fitted with gunmetal 


faces. An overhauling cylinder for assisting in luffing out 


sOS sOMs 


GENERAL VIEW OF THE NEW ELSWICK CRANE HANDLING A 12-INCH TURRET. 


«doubled over an “equalizing sheave near the jib head, and 
‘led over the sheaves in the purchase blocks; thence by con- 
veyance and the multiplying sheaves to fast ends on the cylin- 
-ders, the arrangement being such that the 75-ton load on 
-each of the two purchase blocks is taken on four parts of the 
rope. The purchase blocks are counterweighted so as to act 
-as overhauling weights, and the shackles are fitted with swiv- 
-eling arrangement. 

The auxiliary lifting machinery is contained in a steel 
framing secured to the front of the main pillar, and consists 
-of a hydraulic cylinder and ram fitted with multiplying gear 
(4 to 1), guides, conveyance sheaves and steel wire rope 7 
-inches in circumference, with a breaking strength of about 
4160 tons, the rope being led over a sheave on the jib head, 


the jib when unloaded is placed between the luffing cylin- 
ders, being fitted with ram, guides, multiplying gear (2 to 1) 
and two 1 5/16-inch overhauling chains acting on the luffing 
crossheads. This cylinder is always open to the hydraulic 
pressure when the crane is at work. 

The crane is turned by a hydraulic motor of the oscillating- 
cylinder pattern, having three cylinders and rams, and act- 
uating, through spur and bevel gear, two forged steel pinions 
engaging with the turning rack, which is bolted to the top 
of the pedestal. The turning machinery has two changes of 
gear, so that the power and speed in turning can be varied to 
suit the load being dealt with, clutches being provided for 
putting either set of gear in or out of action. A brake is 
fitted on the turning gear. The valves for controlling the 


42 International Marine Engineering 


JANUARY, 1908. 


lifting, luffing and turning motions are fixed on the floor of 
the revolving platform in a house which also contains the 
turning motor and gearing. The levers for actuating the 
valves are operated from a working cabin placed above this 
house near the foot of the jib. 

Sufficient cast iron ballast is provided to give a reserve of 
stability of 50 percent when the full working load of 150 
tons is suspended at the maximum rake. Ladders and plat- 
forms are provided for giving access to the various parts of 
the machinery. The crane is placed on a heavily piled founda- 
tion, there being four groups of piles, one under each leg of 
the pedestal. 


at the Elswick yards, Newcastle-on-Tyne. These ships are 
somewhat larger than the Dreadnought in displacement, 
although of the same overall dimensions. They represent cer- 
tain improvements over the earlier ship, prominent among 
which are an increase,in the length of the 12-inch guns from 
45 to 50 calibers, and the raising of the central turret so that 
its guns may be fired over the after turret, and thus increase 
the astern fire of the ship. 

The displacement is 18,600 tons, as compared with 17,900 
in the Dreadnought, the difference being due to an increased 
fullness in the form of the hull, and also to a slight increase 
in the draft. The weight of the hull and armor is stated to be 


THE BOW OF THE BELLEROPHON, AFTER THE SHIP HAD STARTED DOWN THE WAYS. 
(Photograph, Cribb, Southsea.) 


The crane was designed for lifting the full load at a speed 
of 30 feet per minute, and to make a complete revolution in 
turning in 1% minutes. These speeds, however, could be 
considerably exceeded if sufficient accumulator power is 
available. In tests, a load of 200 tons was easily raised. 


THE BATTLESHIP BELLEROPHON. 


Following the successful trials of the Dreadnought, three 
new vessels of the same type were laid down, and have now 
been launched. The Bellerophon was put into the water July 
27 last from the Portsmouth dockyard; the Temeraire on Aug. 
23 from the dockyard at Devonport, and the Superb on Nov. 7 


11,800 tons as compared with 11,100 in the case of the proto- 
type. The launching weight of the Bellerophon was above 
7,000 tons, and of the Temeraire 7,475 tons. The length is 
given as 490 feet between perpendiculars, with a beam of 82 
feet and a draft of 26 feet 3 inches. 

Propulsion is by means of four screws actuated by Parsons 
turbines, with a designed shaft horsepower of 23,000 and a 
designed speed of ship of 21 knots. With 900 tons of coal 
at normal draft, it is estimated that the radius of action at 12 
knots would be 5,800 nautical miles. It is possible, however, to 
carry a total of 2,500 tons of coal and oil. 

The main defensive armor consists of a belt with a maximum 
thickness amidships of 11 inches, decreased to 4 inches at the 


‘ 


JANuARY, 1908. 


ends. The heavy guns are in turrets protected by 11-inch 
armor, while the two conning towers are armored with 11 
inches (forward) and 8 inches (aft) of steel. The protective 
deck has a thickness on the slopes of 234 inches, decreased to 
134 on the flat. Some protection has been given the ships in a 
cellular construction of the hull to avoid the disastrous effects 
which might be expected from a torpedo, thrown by either a 
torpedo boat or a submarine vessel. 

The main battery consists of ten 12-inch guns, 50 calibers 
long, and located in pairs in five turrets. Three of these turrets 
are on the center line, one being on the forecastle, one on the 


International Marine Engineering 43 


against the attack of torpedo vessels, consists of 4-inch guns 
in place of the 3-inch weapons on the Dreadnought., In ad- 
dition, there are five submerged torpedo tubes for 18-inch 
torpedoes, one tube being right astern, while the others are on 
the broadside and bows. 

The ship will be steered by two rudders, as in the case of the 
Dreadnought, and of the new battle cruisers of the Inflexible 
type, and it is said that steering gear of a new type is to be 
fitted. One of the many minor departures from the Dread- 
nought design is the placing of the tripod mast astern of the 
two funnels, instead of between the two as in the type ship. 


STERN OF THE BELLEROPHON BEFORE LAUNCHING, SHOWING STERN TORPEDO TUBE AND TWO OF THE PROPELLER STRUTS. 


, 


after deck, and one aft of amidships, and at such an elevation 
as to be able to fire over the turret on the after deck. The 
two remaining turrets are placed, one on either beam, somewhat 
forward of amidships, and it is said that they can direct their 
own fire throughout a semi-circumference, from straight ahead 
to straight astern. This gives a broadside of eight of these 
powerful weapons, a theoretical bow fire of six, and a theo- 
retical astern fire of eight. The probable maximum bow and 
‘stern fire at sea, however, would be four and six guns, respec- 
tively. The secondary battery, which is intended for defense 


The French Liner Guadeloupe. 
BY JULES PELTIER. 

This vessel was given some description in our issue for Sep- 
tember last, she having been launched from the yards of the 
Chantiers de l’Atlantique at St. Nazaire during the early 
spring. She entered into service by starting Sept. 27 last from 
Bordeaux for the West Indies. She is the largest and most 
modern vessel running between France and her American colo- 
nies, and is shortly to be followed by her sister ship, Perou. 
The ship has the following dimensions: 


44 International Marine Engineering JANUARY, 1908. 


’ 


“SETTING UP”? THE BELLEROPHON, JUST PREVIOUS TO HER LAUNCHING. 


(Photograph, Cribb, Southsea.) 


Meters. Feet. 


Laman Gye alll cooccadcvc0c0c000000000 nx) 447 
Length between perpendiculars.......... 131.84 432 
IBSGHSHAS EEN oooaca0ce Biges dio ciGmmoe 15.92 52.2 


A BOW VIEW OF THE GUADELOUPE, VIEW LOOKING AFT FROM FORECASTLE, 


JANUARY, 1908. 


International Marine Engineering 45 


THE FRENCH WEST INDIA LINER GUADELOUPE, BUILT BY THE SOCIETE DES CHANTIERS DE ST. NAZAIRE. 


Depth terraces seers ekion ew Rives sete 0.57 31.4 
Meangdrattiprarrs-vcsnnt. secs ctios sbies 7 23 
(GROSS IREBIGIGP WOMVTEKE. 00 000000 0050000C 6,585 

INGE WODDEIE.0 0 000000000000000000 Seta 2,908 


There are two propellers actuated by triple expansion en- 
gines, each in a separate watertight compartment. The cylin- 
ders have diameters of 27, 43 and 72 inches, with a stroke of 
48 inches, and are operated at 90 revolutions per minute. 
Steam is supplied by six single-ended Scotch boilers with a 
length of 10 feet 11 inches and a diameter of 14 feet 1 inch. 
Each is fitted with three furnaces, the total grate and heating 
surfaces being, respectively, 345 and 13,451 square feet. The 
ratio is 39 to I. The boilers of the Perow are fitted with 
Pielock superheaters, while the engines have Lentz slide 
valves. The boilers and engines of the Guadeloupe are fitted 
with the usual arrangement, which fact will permit the owners 
to obtain splendid comparative results to guide them in future 
construction. 

On trial trip the Guadeloupe, with a displacement of 9,600 
tons, obtained 17 knots with 6,580 horsepower, the boilers 
working under Howden’s forced draft system. 


The outfit includes a set of dynamos supplying electricity 
for lighting, ventilating, operating capstans and boat winches, 
and various signaling and telltale devices. The refrigerating 
plant will permit the ship to carry fruits and other perishable 
goods. The twelve steel lifeboats are fitted with Welin 
quadrant davits. 

The question of subsidy entered very largely into the con- 
struction of these vessels. It is estimated that the shipbuild- 
ing subsidy for the hull of each amounted to 925,192 francs, 
while for the machinery the total is given as 401,250 francs. 
This makes an aggregate of 1,326,442 francs (£52,550, or 
$255,800). As the vessels also come under the merchant 
cruiser act, they will receive daily for each ton up to 3,000 
gross register 4 centimes; 3 centimes for each ton between 
3,000 and 6,000, and 2 for each subsequent ton. This would 
make for each a total of 221.70 francs per day, subject to an 
increase of 30 percent because of the speed, making a total 
of 288.20 francs per day. This aggregates 103,755 francs per 
year (£4,112, or $20,020). The combined shipbuilding and 
ship operating subsidies thus obtained for these vessels ought 
to make them a very profitable proposition for their owners. 


VARIOUS DECK SCENES ON THE STEAMSHIP GUADELOUPE. 


46 International Marine Engineering 


Published Monthly at 


Christopher St., Finsbury Square, London, E. C. 
E, J. P. BENN, Director and Publisher 
and at 


17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
SIDNEY GRAVES KOON, Editor 


Branch Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Offic { Boston 170 Summer St., S. I. CARPENTER. 
Ces Chicago, 625 Monadnock Block, Howarp S. Moss. 


Entered at New York Post Office as second-class matter. 
Copyright, 1907, by Marine Engineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 15,000 copies. 


Notice to Advertisers. 


Changes to be made im copy, or in orders for advertising, must be in 
our hands not later than the 5th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the rst of 
the month. 


Battleship Construction in Britain. 


Up to the present time the British Navy is the only 
one which has afloat any vessels of the distinctively 
Dreadnought type: That is to say, vessels whose pri- 
mary armament includes eight or more guns of the 
highest power, and whose secondary armament is of 
small weapons, intended solely for use against torpedo 
craft. The original Dreadnought has been in service 
for more than a year, and the three sister ships, of 
slightly increased displacement, Bellerophon, Tem- 
erawe and Superb, are all in the water. Three new 
ships are about to be laid down, two of them being, re- 
spectively, the St. Vincent and the Collingwood. These 
are reported to embody a somewhat further increase in 
displacement and effectiveness upon their predeces- 
sors of the Bellerophon type. In addition to this 
splendid array, we must note the three so-called ar- 
mored cruisers, which are in reality, by virtue of their 
offensive and defensive powers, battleships of great 
strength and tremendous speed, and which go by the 
names of Indomitable, Inflexible and Invincible. This 
makes a total of ten ships, of which seven are already 


JANUARY, 1908. 


afloat. As compared with this, Germany has four 
ships of 19,000 tons on the stocks; the United States 
has two of 16,000 tons and two of 20,000 tons build- 
ing; and Brazil has three large ships building in Eng- 
land. This exhausts the list of Dreadnoughts proper. 
Ships of somewhat similar characteristics, however, 
are not wanting on the stocks of other nations, for 
France is building six vessels of the Danton type, of 
18,350 tons; Japan has already launched two vessels 
of the Satsuma type, of 19,500 tons, and is reported to 
have others in hand; and Russia has a program calling 
for the construction of several such vessels. 

The great feature of all of the ships of the Dread- 
nought type is the possibility of great concentration in 
the fire of heavy guns, and of an exceedingly effective 
attack at long battle ranges. Our readers need not be 
reminded that of two shells with the same initial ve- 
locity, that one which is heaviest will best maintain its 
velocity, and hence its energy of impact, and the 
greater the excess weight the better will this velocity 
be maintained. A 12-inch shell would be exceedingly 
dangerous at a point where a 6-inch projectile would 
have lost almost all of its kinetic energy. It is for this 
reason that the ships in question have been fitted with 


these heavy guns in such a way as to give a tremen- 
dous fire at great distances. 


Each of the ten British 
ships above mentioned can concentrate on either broad- 
side eight 12-inch guns, with a bow and stern fire of 
from four to six. The American Michigan class can 
place eight guns upon the broadside and four at bow 
and astern. The Delaware class can concentrate ten 
of these guns upon the broadside and four at either 
end. The German ships are fitted with 11-inch guns, 
and, while details are not thoroughly well known, it is 
believed that ten can be brought to bear upon the 
broadside, and six forward or aft. The Brazilian 
ships are reported to be something of a compromise 
between the Dreadnought and the Indomitable, so far 
as distribution of guns is concerned, and to have a 
broadside battery of no less than ten of the 12-inch size. 


| 


The Naval Architects’ Convention. 


In this number will be found reports in brief cover- 
ing the various papers and discussions at the recent 
convention of the Society of Naval Architects and 
Marine Engineers, in New York. It is our purpose to 
publish ultimately about half of the fourteen papers 
presented, but demands upon our space make it pos- 
sible for us to publish in this issue only two of the 
seven or eight which will ultimately appear. As has 
been our custom for some years past, we are reporting 
the salient points of the discussions, as well as giving 
abstracts of all the papers, feeling, as we do, that in 
many cases there is as much value in the discussions 
as in the original papers, because they bring to bear 
on any given subject the united efforts of many minds, 


January, 1908. 


International Marine Engineering 47 


approaching the problems from almost as many dif- 
ferent points of view. We have not considered it 
necessary to go so extensively into the discussions as 
has been done on certain occasions in the past, but 
have carefully excised all remarks which did not bear 
directly upon the subject in hand, or upon one very 
closely related to it. 

Both papers which we are publishing in this number 
are of particular note, and for different reasons. Mr. 
Taylor’s paper, describing the effects of experiments 
to determine the location of stream lines upon the hulls 
of ships, may almost be said to be epoch-making in its 
originality and in the unique results obtained. It has 
resulted in upsetting, to a very large degree, all pre- 
conceived ideas with regard to the flow of water 
around the hull of a ship during the progress of the 
ship through the water. As a matter of fact, these 
experiments seem to indicate that a ship virtually 
climbs upon the water in the forward portion and then 
slides down from this pinnacle in the rear. This fact 
will, perhaps, explain some things which have hereto- 
fore been rather obscure and imperfectly understood. 
For instance, we have all noticed the peculiar position 
taken by a very fast torpedo boat or motor boat when 
running at full speed. The bow tends to rise out of 
the water, and, whenever the speed becomes high 
enough, approximating to a certain relation with the 
square root of the length, portions of the keel may 
become visible. In extreme cases, it has even been 
found that as much as one-third of the length of the 
vessel has emerged from the water, and the tendency 
seems to be for the entire hull to climb up upon the 
surface. This has been noted in connection with the 
articles upon motor boats, appearing in our columns in 
1906, from the pen of Professor Durand. It was stated 
by this authority in connection with this subject that 
there seems to be indication of “a marked decrease in 
displacement at these high speeds, a condition indi- 
cated also by observations on the boat itself under 
running conditions. It should be noted that, while 
such possibilities are plainly indicated for very high 
speeds, they must be purchased at some sacrifice of 
seaworthiness and weatherly qualities in rough water.” 

It goes almost without saying, that an investigation 
of this sort, giving results so totally at variance with 
what has heretofore been accepted as a normal con- 
dition of operation, will scarcely fail to exert a marked 
influence upon the design of vessels intended for the 
utilization of high speeds. Now that there is some- 
thing definite known about the manner in which the 
enveloping medium traverses the length of the vessel, 
the form of the hull may undergo certain modifica- 
tions to take advantage, so far as may be, of this action 
of the water. The results of long years of experience 
in the designing of hulls, however, have developed 
forms which are already probably not unsuited for the 
stream lines actually occurring in practice. The forms 


have been developed, however, without relation to a 
true knowledge of those stream lines, and, now that 
we have a beginning of such knowledge, it is more 
than possible that alert designers may make some 
marked modifications. The general form, however, 
will scarcely lend itself to much change, nor is such 
change very necessary, because we have already in 
many instances reached about the lowest limit of re- 
sistance under specific conditions of power and carry- 
ing capacity. 

The other paper which we are publishing this 
month happens to be the first one read before this so- 
ciety which covers in any manner whatever the per- 
formance of marine turbines in service. The paper is 
extremely incomplete, by virtue of the great paucity of 
information in it, and it has been assailed from various 
sides as having many elements of incorrectness, in ad- 
dition to its incompleteness. Nevertheless it has had a 
certain value in stimulating discussion and in bringing 
out facts and opinions from those who have had an 
opportunity to watch the performance of the vessel 
therein described. 

One of the main criticisms of the paper lies in the 
curve between revolutions and speeds, which shows a 
tendency to become asymptotic at a speed of about 
174 knots, whereas the builders of the vessel had al- 
ready tested her to a speed of about 19 knots, without 
developing any such tendency. It is more than likely 
that the discrepancy here noted lay in the devices for 
measuring speed, which, while faithfully recording 
speeds at all times during the run, yet at high speeds 
may have been so unsuited for this work as to have 
given erroneous results. The curve between power 
and revolutions runs up about as might have been ex- 
pected, and the form of the hull is such as to make it 
practically out of the question to have such an extreme 
falling off in speed without some severe failing in 
some part of the mechanism, such, for instance, as the 
propellers. Numerous “points” were taken and plotted 
in determining this portion of the curve. The dis- 
crepancy cannot, therefore, be placed at the door of 
faulty or incomplete observations. 

Be this as it may, we cannot but look with suspicion 
upon the indications of patent logs. They are ex- 
tremely useful in many ways in recording speeds, etc. ; 
but as an instrument for exact measurements, measure- 
ments upon which scientific deductions may safely be 
based, no device of this sort can be thoroughly relied 
upon. In one respect the patent log has an advantage 
over exact measurements between points, in that it 
automatically takes account of all tidal influences 
operating upon the waters through which the vessel is 
passing. This, however, is more than discounted by 
the ease with which such a piece of mechanism may get 
out of adjustment, while it is perfectly easy, with 
proper facilities, to take account of the flow of the 
tide over the course. 


48 International Marine Engineering 


JANUARY, 1908. 


Progress of Naval Vessels 


The Bureau of Construction and Repair, Navy Department, 
reported under date of November 9, 1907, the following per- 
centage of completion of vessels building for the United States 
Navy: 


Oct. 1} Nov. 1 
BATTLESHIPS. 
Tons. | Knots. 

ae AGOou 13,000 17 Wm. Cramp & Sons.. ....| 94 96 | 96.82 
Aa aan 3,000 17 Wm. Cramp & Sons.. 87.54 | 89.41 

New Tete 16,000 18 New York'Shipbuilding Co...| 85.3 | 90.2 
South Carolina. .| 16,000 184 | Wm. Cramp & Sons.. 24.66 | 28 83 

Michigan....... 6,000 | ' 184 | New York Shipbuilding (Comen | 2be7 29.1 
Delaware ...... 20,000 21 Newport News S.B. & D.D. Co] 0.65 2.33 
North Dakota...| 20,000 21 Fore River Shipbuilding Co..| 0.00 4 23 

SEEMED CRUISERS 
North caroline eal Ft 14, pe Newport News Co........... OL. || OBL883 
Montana.. 2 Newport News Co..........- 84.62 | 87.38 
SOUT CRUISERS. 

Chester:........ 3,750 Bath Iron Works..........-. 90.64 | 92.7 
Birmingham 8,750 4 Fore River Shipbuilding Co...| 89.46 | 90.79 
alem ener 3,750 24 Fore River Shipbuilding Co...| 86.99 | 88.52 

SUBMARINE TORPEDO BOATS. 
Cuttlefish... : | — Fore River Shipbuilding Co...| 99. 99. 
Octopus........ _ _ Fore River Shipbuilding Co...| 99. 99. 


ENGINEERING SPECIALTIES. 


A Ship Lighting Set. 

Messrs. W. Sisson & Co., Ltd., Gloucester, have placed on 
the market a ship-lighting set, consisting of a “Sisson” single- 
cylinder inclosed high-speed self-lubricating engine direct 
coupled to adynamo. Electric lighting is now so much used 
on board ship, and the inclosed type of engine is coming into 
such favor with marine engineers that there is considerable 
demand for this type of engine, and a large number have been 


constructed for driving dynamos for ship lighting, An in- 
closed self-lubricating engine is, for obvious reasons, to be 
strongly recommended in preference to the open type; and 
this engine combines a neat appearance with compactness, 
simplicity, very easy access, good governing, ease of adjust- 
ment and economy in oil. 

It embodies several features distinct from the general run 
of inclosed engines, for example, the governor is of patent 
crankshaft type, inclosed in the crank chamber, and auto- 
matically lubricated along with the other working parts. It 
controls the eccentric of the steam distribution valve. thus 

"giving automatic expansion, It has a “throttling” action at 


low loads, and secures close regulation and good steam 
economy under varying loads. The connecting rod is so 
arranged that by one very simple operation, occupying a few 
moments only, both top and bottom bearings are adjusted to 
a nicety. The door is very large, light, and perfectly oil 
tight, is quickly removed and replaced, and gives ready access 
to the working parts of the engine. 


Horizontal Curtis Turbine Generating Sets for Marine 
Service. 


Until the attention of the public was called to marine tur- 
bine development by the recently built turbine-driven liners 
this source of power for marine use had hardly received its 
due amount of consideration. The construction of these liners 
calls attention to other turbine installations on shipboard, and 
directs the public gaze to the progress made in this line. The 
rapid development of electric drive, and the immense widening 
in the scope of electrical applications in marine service, re- 
quire such an increasing amount of electrical power that 
engine-driven units of suitable size for general use aboard 
ship are coming to occupy altogether too much space. It is 
to meet these changing conditions that the steam engine is 
being displaced by the Curtis horizontal turbine, especially in 
lake service, where it is particularly valuable, both on account 
of its low head room and the high efficiency obtainable from 
condensing operation. In the illustration showing a complete 
75-kilowatt set, the turbine is shown at the left, the generator 
being at the further end of the base. This cut also shows the 
throttle and governor, 

Nowhere has the expansive force of steam been utilized to 
greater advantage than in the steam turbine. The directed 
kinetic energy of the steam is consumed in rapidly rotating a 


large disk. The numerous small radial buckets set in the 
periphery of this disk present an enormous area to the enter- 
ing steam, which strikes the buckets after passing through 
stationary inclined nozzles set in a plane tangent to the disk. 
The nozzles (see figure) are inclined in the direction of rota- 
tion of the disk, and at about 20 degrees to its plane, so that 
instead of entering from the end of the buckets, as the stream 
in a Pelton water-wheel, the flow enters at the sides. 

On leaving the stationary nozzles, the steam passes through 
a small clearance space and impinges on the concave surface of 
the buckets, imparting a rotary motion to the disk. After 
leaving the movable buckets the direction of the steam flow 


January, 1908. 


International Marine Engineering 49 


is so turned that, although still acting in a plane tangent to 
the disk, its direction is practically reversed. As the steam is 
still under considerable compression it is quite desirable to 
make use of its remaining energy by the use of another set 
of revolving buckets, or even by several more. The direction 
of flow being reversed by each set of movable buckets, it must 
be redirected each time, in order to be used on the next set. 
While the clearance between blades is so small as to be 
almost negligible, there is absolutely no contact between 
stationary and rotating parts except at the shaft bearings. 
Simplicity was particularly sought after in the construction of 
the Curtis turbine generator, so that it requires a minimum 
of attendance. Oil is supplied to the bearings under slight 
pressure, but none enters into the turbine case, thus insuring 


a perfect freedom from oil in the exhaust steam, allowing the 
latter to be used in a heating system, or returned direct to the 
boilers after condensation. 

Horizontal Curtis turbine-driven units are now made in 
sizes from 15 to 300 kilowatts capacity. In the sizes up to 25 
kilowatts, both generator and turbine are put on the same 
shaft, which runs in two bearings. Larger sizes are assembled 
on a two-part flexibly coupled shaft running in four bearings. 
At page 293 of our July (1907) number was shown one of 
these sets, of 25 kilowatts, on the Hudson River steamer 
Hendrick Hudson. 

The turbine speed is governed by changing the number of 
nozzles through which the steam enters. This speed regulation 
is carried out bya centrifugal governor, which, mounted on the’ 
end of the turbine shaft, so varies the steam in-take as to give 
constant speed at all loads. Owing to the small weight, the 
turbine sets are easily installed, and as they are entirely free 
from reciprocating parts, require a foundation of but very 
moderate size and weight. They are supplied by the General 
Electric Company, Schenectady, N. Y. 


The Ferro Marine Engine at the New York Show. 


The Ferro, novel, interesting and the subject of lively com- 
ment as exhibited at each show last season, will reveal the 
same advanced ideas for which the Ferro Machine & Foundry 
Company, of Cleveland, is said in one year to have become 
prominent. 

Entire absence of water pipes for conducting the water 
between cylinders, pump and discharge—great rigidity and 


strength of construction, with cylinders supported on base 
independent of the crank shaft bearings, thereby eliminating 
transmission of undue stresses and strains between the various 
parts—pressure oiling system, in which all the oil is placed in 
one tank, and independently distributed without pumps auto- 
matically to each bearing surface; compact combined water- 
cooled in-take and exhaust header, especially designed for con- 


veniently attaching exhaust connection to either air muffler, 
water muffler or submerged exhaust; sensitive timer adjusting 
lever to give instantaneous graduated speed changes in con- 
nection with carbureter throttle; wire seals on all bolted 
moving parts, replacing dangerous lock nuts; these, together 
with other details which can best be seen, should prove dis- 
tinctive. : 

A working boat engine in a powerful 7!4-horsepower single 
cylinder and 15-horsepower double cylinder, of great en- 
durance and simplicity of parts and of a type claimed to have 
produced remarkable results during the past season in fishing, 
were also shown. In all, besides “Instruction Model,” ten 
different sizes and various types of engines were exhibited, in 
horsepower from 1%4 to 25, one, two and three cylinders, 


. weights 38 pounds to % ton, with and without boat, exhaust 


reverse gear, ignition and propeller equipments and accessories. 


Haystack Boilers. 


Two of the largest of these watertube boilers are being 
built by Hutson & Sons, Limited, Kelvinhaugh Engine 
Works, Glasgow, who make a specialty of this type. The 
object of the haystack boiler is to reduce weights so as to 
have with all contents a relatively small total weight in pro- 
portion to the power developed, and combined with these 
features the property of raising steam quickly. This is of 
prime importance in the paddle steamers, for which this 


fe 


———— 
i} 
Water Level : 4) | 
ik oe 


|ioa u 
; Water Bans M 
l teas AN SPS 
aera Weter Wall }) 
ee) n 


Level of Fire Bars 


C 


50 International Marine Engineering 


boiler has been so largely used. Successful examples of this 
type of boiler are very usual on Clyde river steamers, where 
a large number have these fitted, and also on many boats 
plying from Bristol Channel and South of England ports. 

Probably no single watertube boiler possesses all the merits 
of an ideal boiler, and in nearly every case the attempt to 
gain certain advantages brings about corresponding disad- 
vantages; but it is stated that (up to 120 pounds per square 
inch) the haystack boiler provides for ordinary pressures, 
good steaming and efficiency, which are absolutely indis- 
pensable, on a low weight. In many boilers the circulation 
is to a very great extent casual, but in a well designed hay- 
stack boiler it is systematic, the water entering through 
tubes at one end, and passing through in a continuous stream, 
being to a certain extent converted into steam as it goes. It 
will be seen from the illustrations that the heating surface 
is almost wholly composed of a series of vertical tubes up 
which the water circulates; these tubes are secured in the 
usual way, and serve to connect the top and bottom tube 
plates. Sometimes external down cast pipes are fitted on the 
sides of boiler to assist circulation, but it is doubtful if they 
are of any material advantage. 

The builders give the actual weights of a boiler, including 
water and firebars complete, suitable for 2,500 horsepower, 
which works out at the rate of 74.5 pounds per indicated 
horsepower developed. Compared with this, ordinary boilers 
fitted with forced draft on the closed stokehold principle, for 
the same power, work out at I10 pounds per horsepower, 
showing a saving of weight on boilers alone of nearly 30 per- 
cent. 


TECHNICAL PUBLICATIONS. 


; ate! 

Bureau Veritas, 1907-1908; thirty-eighth year. General List 
of Merchant Shipping. Two volumes: steamers, size, 10 by 
714 inches. Pages, 1,700. Sailing vessels: size, 7% by 934 
inches. Pages, 1,300. 1907. Paris: 8 Place de la Bourse. 
London: 155 Fenchurch street, E. C. Price of the complete 
work, £3-3s. ($15). Steamers, £1-15s. Sailing vessels, £1-10s. 

This work requires no introduction, it being the regular list 
of all merchant vessels of the various maritime powers, with 
the usual particulars in the way of dimensions, powering, own- 
ership, builders, etc. The books include also illustrations of 
the various types of vessels, together with tables showing the 
total tonnage and number of vessels of the various powers, as 
well as alphabetical lists of owners of fleets of vessels, with 
the respective tonnages. In addition to this, tables are given 
showing all the vessels under the several flags, arranged in 
order of signal letters. At the end of the volume of steamers 
is given a table showing all the drydocks, patent slips, floating 
drydocks and marine railways in all the ports of the world. 
There are also alphabetical lists of steamers arranged accord- 
ing to tonnage, under several sub-divisions, but including no 
vessels of under 600 tons. No less than 114 steamers of over 
10,000 tons are here included, of which nine exceed 20,000 tons 
each. 


Nautische Bibliothek. Size, 5 by 7% inches. Three vol- 
umes. Berlin, 1907. KK. W. Mecklenburg. Price, 1.50 marks 
(6s.) per volume. 

Volume I. (90 pages): The Position of the Ship Officer in 
the Merchant Marine. By Dr. F. Bolte, Director of the 
School of Navigation in Hamburg. The work is based en- 
tirely on German practice, and describes, among other things, 
the school of seamanship in Hamburg, the North German 
Lloyd cadet schoolship and various private schoolships for 
fitting young men for the higher ranks in the operation of sea- 
going ships. This volume takes up the various conditions to 


JANUARY, 1908. 


be observed in connection with entering the service through 
the navigation and seamanship schools, and treats also of the 
position of the cadets with regard to military service. 


Volume II. (125 pages): The Cadet Service. By Captain 
G. Reinicke. This volume includes a number of illustrations 
of the various parts of a ship and her rigging, together with 
the compass, and details of sails. The work is full of advice 
for the young man starting in ona seafaring career, chapters 
being givén covering the first day of work, the departure from 
port, the watch, the first day at sea, loading and unloading, 
and particulars concerning service in various oceans and: under 
various conditions. The appendix treats of the rations and 
the sanitary requirements on shipboard, besides giving a table 
of measures commonly in use. 


Volume III. (pages 122; figures 32; tables 10): Elemen- 
tary Navigation. By Dr. F. Bolte. This includes coastwise 
and deep sea navigation, with astronomical observations and 
the reckoning of latitude and longitude. The appendix deals 
with Mercator’s projection, the influence of the ship’s mechan- 
ism upon the compass, triangulation and various features deal- 
ing with the use of instruments. The tables cover tangents 
and corrections for refraction, parallax, etc. 


Transactions of the Institution of Naval Architects for 
1907. Volume XLIX. Edited by R. W. Dana, M. A. Size, 
84 by 11 inches. Pages, 334 + LII.; folding plates, XLII. 

In addition to the list of officers and members of the Insti- 
tution and the by-laws and regulations, there are found in this 
number the papers read at the spring meetings in London, in 
March, and at the summer meeting in Bordeaux in June. The 
best indication as to the contents lies in a list of the papers, as 
follows: 

The Influence of Machinery on the Gun Power of the Mod- 
ern Warship; Safe Submarine Vessels and the Future of the 
Art; On Some Points of Interest in Connection with the De- 
sign, Building and Launching of the Lusitania; The Evolution 
of the Modern Cargo Steamer; Cranes for Shipbuilding 
Berths; Torsiometers as Applied to the Measurement of Power 
in Turbines and Reciprocating Engines; Torque of Propeller 
Shafting—Some Investigations and Results; Propeller Struts; 
Experiments with Dr. Schlick’s Gyroscopic Apparatus for 
Steadying Ships; Approximate Formule for Determining the 
Resistance of Ships; The Application of the Integraph to Some 
Ship Calculations; The Causes and Prevention of Fire at 
Sea; Modern Floating Docks; Some Phases of the Fuel Ques- 
tion; Some Practical Points in the Application of the Marine 
Steam Turbine; Structural Development in British Merchant 
Ships; Further Results of Submarine Signaling by Means of 
Sound; On the Use of Hydraulic Riveting in the Construction 
of the Mauretania. 

The frontispiece is a photogravure of Sir Edward J. Reed, 
K. C. B., F. R. S., who was at one time naval construction 
director of the Admiralty. 


The Mechanical World Pocket Diary and Year Book for 
1908. Twenty-first annual issue. Size, 4 by 6 inches. Pages, 
391. Figures, 57. Manchester: Emmott & Company, Ltd. 
Price, 6d. net. 

Within a small compass, in a book conveniently carried in 
the pocket, have been collected a large number of tables of 
engineering data of all descriptions, from the usual mathe- 
matical and trigonometrical tables to horsepower, steam and 
vacua tables, tables of the properties of I and Z-bars, shafting 
and the strength of materials, electrical constants and wiring 
tables, hydraulic data, tables of bolts, nuts and threads, convers- 
ion tables between metric measures and the corresponding Brit- 
ish units—in short, all of the usual data and tables to be found 
in the general engineering reference books. In addition to this 
are to be found many “chapters” or notes on various subjects 


= 


January, 1908. 


_ 


of an engineering character, such as engines, boilers, valve 
setting, pumps, oil and gas engines, belt and rope driving, 
electric machinery, power transmission and devices, and a 
multitude of other items of interest to the engineer. 

In the rear of the book are a diary and blank pages for 
memoranda. A splendid and very complete index renders the 
book exceedingly easy of access, and adds enormously to its 
value as a work of ready reference. 


The Use of the National Forests. By Gifford Pinchot. 
Size, 5 by 7 inches. Pages, 42. Half tone plates, 7, Wash- 
ington, 1907. United States Department of Agriculture. 

This little book was designed to explain just what the 
national forests of the United States are, what they are for 
and how they should be used. It is not a treatise on forestry, 

_ but it gives good practical advice as to what not to do in the 

‘ conduct of large stretches of timberland. The questions of 
the water supply, the fire hazard, the proper cutting of timber, 
and the use of the land for grazing purposes, where the trees 
are sufficiently open to allow this, are among the topics dis- 
cussed in the book. At the end is a list showing the size of 
the various forest preserves in the United States on April 1, 
1907, the aggregate of 150 forests or public parks being about 
143,000,000 acres (223,100 square miles). The largest single 
unit in this immense total is the Yellowstone National Park, 
which contains 8,317,880 acres. The state with the largest 
representation is California, which has nearly 22,000,000 acres, 
but Idaho and Montana are close behind, with more than 
20,000,000 acres each. 

It will be noted that the total acreage of these forests is 
much greater than the entire area of either France or Ger- 
many, and that it is nearly twice as great as the area of Italy 
or of the United Kingdom. 


Hydraulics. By S. Dunkerley, D. Sc. Size, 5% by 8% 
inches. Pages, 343. Figures, 269. London and New York: 
Longmans, Green & Company. Price, 10/6 net; $3. 

This is the first of two volumes on the subject of hydraulics, 
and covers hydraulic machinery. The second volume, which 
has not yet appeared, is devoted to the resistance and propul- 
sion of ships. The present volume is based on lectures on 
hydraulic machinery given in the course for engineers and 
constructors at the Royal Naval College, Greenwich, and is 
intended as a text book for use in universities and the royal 
navy, as well as for designers of hydraulic machinery. 

The work is divided into seven chapters, followed by a set 
of examples and an index. The chapters deal respectively with 
the flow of a perfect fluid; fluid friction; pressure machines; 
reciprocating pumps; hydraulic turbines; centrifugal pumps, 
and the researches of Prof. Osborne Reynolds upon viscosity, 
sinuosity, eddies, resistance in tubes and lubrication. 

The illustrations are nearly all line cuts, and serve to render 
the text easily readable, and to explain its meaning thoroughly. 
The first part of each chapter is taken up with theoretical con- 
siderations, the principles being developed without the use of 
calculus; while the second section takes up machines and 
devices for the production or application of hydraulic power, 
with copious illustrations. Among the most interesting items 
from the point of view of the marine engineer are discussions 
on hydraulic riveters, hydraulically operated bulkhead doors, 
hydraulic cranes and brakes and other devices for the opera- 
tion of heavy guns on shipboard. The reciprocating, turbine 
and centrifugal pumps are also interesting, and are given in 
much detail: 


Omission.—The mine-laying steamer Capt. A. M. Weth- 
erill, described at page 502 in our December number, was built 
by the T. S. Marvel Shipbuilding Company, Newburg, N. Y. 


- power varies. 


International Marine Engineering 51 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


Q. 387.—On page 458 of your issue for November is the statement 
that the index n in the expression H,:H2::Vi2:V2" is very high, and 
that this index, which is often assumed as 8, becomes 4.58 for the 
Democratie and 5.98 for the Justice. What does this mean, and how 
do you get these results? INE Ss Me 


A—It has long been known that in order to increase the 
speed of a ship, it would be necessary to increase the power in 
a much higher ratio than the increase of speed desired. Ex- 
periments have shown that under ordinary conditions, and 
for a speed not excessive for the size and type of ship under 
consideration, the power would increase about as the cube of 
the speed. This means that if we are going to double the 
speed, we will have to supply eight times the power required 
for the lower speed; and similarly for other proportions of 
increase in speed. To express this algebraically, H = al”, 
where H represents the horsepower, VY represents the speed in 
knots, a represents some coefficient, which will vary for dif- 
ferent ships, but will be approximately constant for any one 
ship under conditions which are not abnormal, and m is the 
index of the power of the speed, according to which the horse- 
As stated above, this index is usually taken as 
3; that is to say, it is usually assumed that the horsepower 
required will vary as the cube of the speed. 

For the particular instance in question, however, this index 
does not fit the case. We might make a table, showing the 
various points involved, as follows: 


Démocratie. Justice. 
LEE ere oy cheers, CoAT 17.39 17.04 
Venn SBC CGn Or OEE 19.44 19.43 
Vale enimtan Hees 11,472 11,520. 
Je eon Goomeueeue 19,190. 18,548. 
VoVia . 1.1179 1.0831 
leh Cle Euan ca cape oe 1.6668 1.6109 


It will be noticed that V1 represents what we have termed 
the “intermediate speed” of the vessel in knots; V2 represents 
the highest speed; Hi represents the horsepower required for 
the intermediate speed; and H2 the horsepower required for 
the highest speed. 

It will also be noticed that the ratio of increase in the 
horsepower (H2:H1) is much greater than the ratio in speed 
(V2:V1). The most convenient way to obtain the index of 
the power according to which these vary is by the use of 
logarithms as follows: 

Log, Waa sscoooc 0.04840 0.03467 
ILO, JERE soo0000 0.22189 0.20707 

By dividing log. H2:Hi by log. V2:V1,we obtain the index 
required. This is 4.58 for the Démocratie, and 5.98 for the 
Justice, as mentioned in our November number. 

Q. 388.—Kindly give me some information on lining up a steeple 
compound tugboat engine, the main bearings of which have worn until 
the engine shaft is quite low. As the shaft has no spring bearings, I 
don’t know how much to raise the shaft, for it is impossible to put the 


boat in_dry-dock and remove the shaft, to run a line through the stern 
tube. Shaft is about 10 inches in diameter. M. C. M. 


A—tThere are three methods which appear available under 
certain conditions : 

(1) If the original clearance at the upper end of the upper 
cylinder is known, that cylinder cover could be taken off and 
the engine turned until the piston reaches the top of the 
stroke. The present clearance could then be noted, and ad- 
justment of the main bearings could be made until the clear- 
ance is brought to the old figure. 

(2) In case the original clearance is not known, and the line 
shafting has retained its alinement, it would be possible to run 
a straight line by means of a very taut wire parallel to this 


a 


52 International Marine Engineering 


JANUARY, 1908. 


line shafting, and through the engine in such a way that the 
position of this wire with regard to the axis of the line shaft- 
ing could be compared with the position of the wire with 
regard to the crank shaft in the forward bearing. This bear- 
ing is the one which has probably suffered most in wearing 
down, and is, therefore, the one where best results would be 
obtained in the way of observation, as above outlined. Unless 
the wire is stretched very tight, however, it will be unreliabie 
as a basis for comparison, and it will have to be so placed as 
to be exactly parallel to the portion of the shafting which 
has not got out of alinement. 

(3) If neither of these methods can be used by virtue of 
there being no portion of the shafting upon which reliance 
can be placed, there seems to be still another method left, 
' provided the original drawings of the engine can be obtained. 
These drawings would show the position of the center of 
crank shaft with regard to some finished surface on the bed- 
plate, or, with regard to some finished surface at the bottom 
of the cylinder. Direct measurements could then be made, 
and the defect remedied in accordance with results thus ob- 
tained. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
ID), G, 


867,492. HYDRAULIC DREDGE. CHARLES A. _ FRAYER, 
MILWAUKEE, WIS., ASSIGNOR TO ALLIS-CHALMERS COM- 
PANY, MILWAUKEE. 

Claim.—1. In a hydraulic dredge, a shovel, a hollow arm therefor 


for conveying away material dug by the shovel, a separate water inlet 
for the hollow arm, and a recess within the arm opposite the water 
inlet.—Four claims. 


867,654. HULL FOR VESSELS. SAMUEL GOLDEN, BUF- 
FALO, N.Y. ; 

Claim.—The combination of a vessel hull having a hollow hori- 
zontal bottom extension of less length and width than the hull, said 
extension being overhung by the bottom of the hull at the front, rear 
and sides, the front portion of the extension sloping from the bottom 
of the hull downwardly and rearwardly to the bottom of the extension, 


the front and rear ends of the extension being arranged at a distance 
rearwardly and forwardly of the front and rear ends of the hull, and 
the bottom of the hull extending approximately at right angles out- 
wardly from the upper ends of the sides of the extension, a propelling 
engine arranged with its lower portion in the extension, a horizontal 
propeller shaft extending from engine rearwardly through the exten- 
sion, a propeller arranged at the rear end of said extension, and a 
rudder arranged in rear of propeller, underneath the overhanging 
bottom of the rear portion of the hull. One claim. 


867,853. SCREW PROPELLER. DAVID W. TAYLOR, WASH- 
INGTON, D. C. 

Claim.—1. A propeller blade whose developed section is derived from 
a curved directrix extending from the forward or leading part of the 


Scale SilB % 


LMM 


LiL 


= ore 


mall 


LLLDE® 


ML (LL 


White 
Zp 


Le 


WHA 


SSSILELSS LY 


Li 


LIL, 


Vd 
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Lg 


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AZ 


ness of the section and the curved back of the blade. 

8. A propeller blade, the rear halves of whose developed sections 
are symmetrical to a curved directing surface of axially increasing 
pitch, and constant radial pitch. 

7. A propeller blade the thickness of any section of which at any 
point of its rear half is proportionally distributed on both sides of a 
curved directrix, the whole thickness of the blade section at such 
point being proportional to the ordinates of a curve of sines plotted 
upon the length of the entire section, which length is taken to repre- 
sent 180 degrees. Seven claims. 

867,988. MEANS AND APPARATUS FOR RAISING SUNKEN 
VESSELS. SIMON LAKE, BRIDGEPORT, CONN. 

Abstract.—The invention consists broadly in displacing the water in 
the interior of a sunken vessel by pumping buoyant material, either 
solid or capable of being solidified, into the vessel until the dead 
weight of the vessel, its fittings and cargo are overcome by such 


material. The buoyant material preferably is cork, in the form of 
blocks of a size that can be readily handled in a centrifugal or other 
force pump, the cork being first coated or boiled in paraffin or other 
suitable substance to make it more impervious to water, and in cases 
where the decks of the vessel are weak and _ liable to lift, a suitable 
buoyant compound, such as a mixttire of paraffin and cork, is preferred. 
This can be readily pumped, it solidifies in water, and after being forced 
into the vessel it will, through its buoyancy, readily seek the under 
surface of the decks and the sides of the vessel, and becoming hard 
will form a light, solid body that will strengthen the deck. Twenty- 
one claims. 

867,984. DREDGING APPARATUS. SIMON LAKE, BRIDGE- 
PORT, CONN. : : ; \ 

Abstract—The invention comprises a submergible tube, having its 
lower end terminating in a casing forming a working chamber, with 


which is connected suction apparatus employed for collecting the gold, 
sand and gravel and delivering it into separating chambers, where the 
gold is separated from the sand and gravel, and the sand and gravel 
finally discharged back into the body of water. Supplemental means 


January, 1908. 


are employed for assisting the suction apparatus in lifting the gold, 
sand, gravel and water. Means are employed within the working 
chamber, capable of being operated independently of the suction ap- 
paratus, for collecting the gold located in small crevices and in places 
where the larger pipes cannot work. Thirty-five claims. 
868,160. HYDRAULIC STEERING APPARATUS. 
DE PUY, SEATTLE, WASH. aN) i 
Claim.—1. In steering apparatus, the combination with the rudder 
post and a tiller line of a power cylinder, a piston within the cylinder, 


HART 58. 


fo 


devices upon the said line whereby the line is operatively engaged by 
the piston when the latter is actuated by a power medium to move in 
one direction, and to engage the piston and move the same when the 
tiller line is moved in the opposite direction, and means to control the 
admission or escape of said power medium. Four claims. 


868,199. PROPULSION OF BOATS OR VESSELS. 
LORIMER, PHILADELPHIA, PA. 

Claim.—1. The means for propelling vessels by discharging under 
great pressure a large number of continuous fluid streams through 
narrow orifices arranged in series extending longitudinally of the 
vessel, the orifices in one series being in staggered relation to the 
orifices in the adjacent series, each stream discharging independently 
and without interference with the other streams, or the fluid of flota- 
tion under such other streams affected thereby, so as to utilize sub- 
stantially all the velocity of the streams at the edges of the orifices. 
Two claims. 


868,220. PROPELLER. JULIAN PORTELLI AND JOSEPH D. 
CHAPMAN, LOS ANGELES, CAL. 
Claim.—1. A propeller comprising a shaft, a plate fixed at its longi- 


JOHN H. 


tudinal center to said shaft, said plate being bent laterally in opposite 
directions and having forwardly extending spiral wings, the ends of 
which are fastened to said shaft.—Three claims. 


868,946. TORPEDO PROJECTING APPARATUS FOR’ SUB- 
MARINE AND SUBMERSIBLE VESSELS. HENRI SMULDERS, 
SCHIEDAM, ROTTERDAM, NETHERLANDS. 

Claim.—2. A torpedo projecting apparatus for submarine and sub- 
mersible vessels, comprising a tube, three cylinders, piping adapted to 
form communication between the said cylinders, a supply of fluid under 
pressure adapted to communicate with the first cylinder, and an ar- 
resting device such that the piston of one cylinder releases the said 
arresting device as soon as the apparatus has been raised to the de- 
sired height by the piston of another cylinder, the piston of the third 
cylinder then producing the forward movement of the torpedo in the 
said tube, this forward movement having the result of opening the air 
supply valve and starting the movement of the torpedo. Two claims. 

869,273. DREDGING APPARATUS. EDWARD B. STODDARD, 
CHICAGO, ILL. 

Claim.—2. In a dredging machine, the combination of an axially- 


RTS 


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i 
i 
+ II 
t 


International Marine Engineering 53 


disposed intake, one or more feeding arms arranged to rotate about 
said intake, means for rotating said arms, excavating blades for ex- 
cavating material in advance of said arms, and means for directing 
water through said arms toward said intake. Seventeen claims. 

869,180. YIELDING BOAT-CLEAT. FREDERICK A. BIERIE, 
PHILADELPHIA, PA. ; 

Claim.—1. A boat-cleat comprising a base, post and T-head, and yield- 
ing means arranged in the head, provided with rope-attaching means. 
Four claims. 

869,399. ADJUSTABLE TOP FOR LAUNCHES. WALTER P. 
WALTER, STAMFORD, CONN. 

Claim.—2. The combination with the combing of a launch, of a 
vertically movable top having a depending flange inclosing the combing 
in its lowered position, folding standards by which the top may be 
retained in the raised position, and offset supports on the combing by 
which the front standards are held against swinging forward, and the 
rear standards against swinging backward. Seven claims. 


870,136. PROPELLER WHEEL. ROBERT W. SHAW, STAM- 


FORD, CONN. 
Claim.—2. A propeller comprising a sectional hub, the ends of said 
sections being tapered and screw threaded, means engaging the threaded 


SS 


ends of the sections for clamping the same upon a shaft, and out- 
wardly inclined blades disposed diagonally to the axis of the hub, 
each blade being concavo-convex in section. Two claims. 

870,285. DEEP-WATER GOLD DREDGE. WARDELL GUTHRIE, 
CHICAGO, ILL. 

Claim,—4. In a gold dredge, the combination with a float, of hy- 
draulic dredging means adapted to be raised and lowered, hoisting 
mechanism arranged to act upon the said dredging means, a plurality of 
buckets, and hoisting devices and tackle arranged to raise and lower 
the said buckets adjacent to the said dredging means. Seven claims. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 
don, W. C. 


10,111. STEAM GENERATORS. COMPOSITE BOILERS. L. 
TAYLOR, SALTBURNE-BY-THE-SEA. 

An upper steam and water drum, traversed by smoke tubes, is con- 
nected with water drums at the sides of the grate by two rows of tubes, 
which serve-as uptake and downtake tubes respectively. There may be 
a central water drum connected by vertical tubes with the upper drum. 
The sides and back of the combustion chamber are also formed of 


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termediate transverse drums. 
to form a double-ended boiler. 


10,262. SHIPS’ KEELSONS. R. E. ELLIS, OF D. & W. HEN- 
DERSON & CO., PARTICK, GLASGOW. 

The center girder of double bottoms is constructed with its upper and 
lower edges either flanged or fitted with an angle bar. The angle bars 
or flanges are arranged on opposite sides of consecutive portions of the 
girder, so that efficient and strong connections may be made. This 


54 International Marine Engineering 


JANUARY, I908. 


construction enables the keelsons to be built up from templets, and to be 
riveted up before being put in place. In a modification, the flanges or 
angle bars are on the same side on consecutive plates, and the butts 
are strengthened by short angle bars. 


10,023.—STUFFING BOXES. J. B. L. ROBSON, NEWCASTLE- 
UPON-TYNE. 

A packing ring is divided by tangential cuts into segments braced 
together by two springs, which lie each in a groove, and are secured to 


pins. There may be four springs, in which case each segment has 
pins. In some cases the ring has parallel grooves, each containing 
springs. In one arrangement of this packing two rings with washers 


and a compound ring containing springs for axial adjustment are con- 
tained in a box, supplied with lubricant by a passage. The rod is 
further packed by a grooved sleeve adjusted axially by springs. 


10,491. SCREW PROPELLERS. W. AND V. LORENC, BERLIN, 
GERMANY. 

The blades of screw propellers are supported in pairs situated in the 
same plane. The shank of one blade is mounted in the shank of the 
opposite blade, which itself is mounted in the hub. By this method, 
the blade shanks may be made of great length without increasing the 
diameter of the boss. The blades are preferably secured by screwing 


one into the other, and this method of construction is specially ap- 
plicable to feathering screw propellers. The blades are feathered by 
sliding the boss longitudinally within the hollow shaft, which is pro- 
vided with curved slots engaging with squared surfaces on the blade 
shanks. 


11,078. SHIPS’ BULKHEADS AND TANKS. J. H. ZEEMAN, 
THE HAGUE, HOLLAND. * 

A ship is divided into three holds by two longitudinal bulkheads ex- 
tending above the upper deck, and continuously from the forepeak 


cross- bulkhead to a stern cross bulkhead. Additional cross bulkheads 
may also be fitted. 


11,526. SHIPS’ CLOSETS. a BROADFOOT & SONS AND J. R. 
APPLEBY, PARTICK, GLASGOW. . 

In closets of the type in which two valves are used, one being closed 
while the other is open, a handled rod is connected directly to the 
upper valve, and the spindles of the valves are connected by links. 
Through a slot in the vertical link passes a weighted lever pivoted to a 


bracket and the spindle of the flushing valve. When, therefore, the 
upper valve is opened by raising the handle, the flushing valve is 
opened and a flush delivered. The flushing valve is not quite closed 
when the upper valve reaches its seat, so that an afterflush is delivered 
during the time that the weighted lever continues its descent. 


12,151. SHIPS. J. CANARD, PARIS, FRANCE. 

Vessels are constructed with an inner as well as an outer skin, and 
the space between the skins is filled with a number of cells containing 
air or other gas, or cork, pine-soot, or the like. A buoyant structure 
is thus formed. In addition, the cells may be fitted in all vacant 
spaces in the ship, such as between the planks or timbers of decks, 
bulked) and the like. The cells may be made of india rubber or 
metal. 


12,335. STEERING GEAR. SIEMENS BROS. & CO., WEST- 
MINSTER, LONDON, AND H. WRIGHT. 
__Two or more hydraulic rams, fed by a number of pumps, operate the 
tiller rods. The pumps may be put in or out of operation as the load 
varies during the movement of the rudder by a device for throwing 
their valves out of action, or by a by-pass. By this means, the motor 
driving the pumps may run continuously, but the invention is not con- 
fined to apparatus in which this occurs. The control valve for the 
hydraulic rams may be operated in the same way as an ordinary control 


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valve for a steering engine, being provided with a cam disk which lifts 
the suction valves of the pumps when it is at or near its mid position. 


13,086. SHIPS’ BULKHEAD DOORS. L. C. F. GUEMBEL. 

Relates to apparatus for simultaneously opening and closing bulk- 
head doors hydraulically from a central station, the water under pres- 
sure led to the hydraulic cylinders for the different doors being regu- 
lated from a single reversing cock. The controlling mechanism for 
the individual doors, which allows them to be opened or closed locaily, 
consists of a piston provided with waterways and capable of being re- 
ciprocated inea cylinder by means of a hand lever. The cock on the 
bridges is connected with a water-pressure reservoir and a waste-water 
tank, and with each separate door by pipes. A peg locks a hand 
lever and keeps the piston at the bottom of the cylinder. When the 
doors are opened from the bridge, and it is desired to close one door 
locally, the peg is removed, so that the piston is forced up, the pressure 
is reversed in the cylinder, and the door closes. When the lever is 
brought back to its former position, the door opens. 


13,859. INDICATING POSITION OF SUNKEN SHIPS. H. 
SCHWAB, PARIS, FRANCE. . 

An inflatable buoy for indicating the position of sunken vessels, e. g., 
submarine torpedo boats, is deflated, folded and placed within a cham- 
ber of a suitable vessel, which also contains a gas generator. Water 
passes into the latter, upon immersion, through a valve and acts upon 
carbide in a cylinder. The valve is gradually closed by the pressure 
exerted upon the perforated diaphragm, and the top of the buoy or 
balloon is forced along the tube until it lifts the end, when the buoy 
expands into the water, its lower end being rigidly attached to the tube. 
A relief valve is provided at the top of the buoy, and it may be com- 
bined with a whistle or siren and with a self-lighting burner. 


14,016. BARGES; BULKHEAD DOORS. S. WATKINS, 
LONDON. 

In lighters or vessels from which coal or other material is discharged 
by means of continuous conveyors through doors at opposite sides of 
a tunnel, a platform is provided in the tunnel so that a person may 
readily observe the discharge of the cargo, and easily operate either 
of the doors should it become blocked with a large piece of material. 
The doors are held against the sides of the tunnel by rollers, carried. 
either on the doors or their frames. Each door is fitted with a vertical 
rack, with the teeth of which a bar may be engaged. Pivoted weighted 
pawls maintain the doors in the desired position, and the pins upon 
which the pawls turn are utilized as fulcrums for the bar. 


[International Marine Engineering 
FEBRUARY, 1908. 


THE FASTEST SHIPS IN. THE WORLD. 


At the beginning of every year it is customary to review the 
progress made in shipbuilding during the previous twelve 
months, and by picking out the salient features of each con- 
tributory line of evolution to strive to form the best idea of 
the directions of greatest progress or the tendencies of future 
development. Two facts stand out at present above all others. 
The first, affecting merchant steamers alone, is the enormous 
improvement in the comfort and luxury of ocean voyaging; 
the second, with which we are now concerned, is the great 
rise in absolute speed which, though very marked in special 
cases in the mercantile marine, is much more general in the 
warships of the world. It is, however, impossible to form any 
opinion of value by simply considering the progress of one 


that are accepted in naval work. The two cases must there- 
fore be treated separately. 

For a floating ship-shaped body propelled on the surface of 
the water speed has also a relative value, the real measure 


V 
being its ratio to the square root of the length, viz.: —— 

Wolo, 
where V is speed in knots and L is length in feet. In cases 


where the value lies between 0.5 and 0.7 the-ship is being 
driven at a very moderate and economical speed; between 0.7 
and 1.0 we find the speed of mail steamers and battleships, 
and between 1.0 and 1.3 we get cruisers and channel steamers. 
Beyond 1.35 we cannot go in full sized vessels under present 


BRITISH TURBINE-DRIVEN DESTROYER MOHAWK, 


particular year, and we propose to deal with the growth in 
speed since the beginning of the century. 

It is a very simple matter—given the money—to produce 
a small vessel of abnormal speed. Cases such as the famous 
Arrow or the Turbinia, in which absolutely everything is ‘sacri- 
ficed to pace, do not represent by any means the acme of naval 
architecture. Interesting they certainly are, but their use and 
value are doubtful and transitory. When, however, it be- 
comes a question of attaining not only a very high speed, but 
of maintaining it, and of carrying weight in addition, be it 
cargo or coal, guns or armor, the problem becomes different 
and more difficult, while if, in addition to this, the vessel must 
be commercially profitable, the conditions become extremely 
hard to fulfil. The case of the recent Cunard vessels is one 
of the most up-to-date examples available. In warships, of 
course, the question of cost hardly enters, and use can be made 
of designs or materials that dividend earning concerns could 
not afford, and in which ‘at the same time there is neither the 
need nor the inclination to take the risks or reduce the margins 


STEAMING AT OVER 34 KNOTS ON OFFICIAL TRIAL TRIP. 


conditions, because it is not possible to get enough engine and 

boiler power into the ships, on account of the fact that the 

floor space available in the ships is not sufficient; but it can 

be done in torpedo craft by using very high-speed engines and 

excessive forced draft to the boilers. In these ships the ratio 
V 


of is between 1.8 and 2.2, and only in very exceptional 


W iE 
cases has the latter ratio yet been exceeded: The 
underlying the importance of this ratio is that the waye-making 
resistance of the ship does not increase regularly, but in 
humps of varying magnitude, the first of which occurs at a 


reason 


speed of about 1.4 to 1.6 times V L. From the above it fol- 
lows that speed should always be considered relatively as well 
as absolutely. 

WARSHIP SPEEDS. 


One of the earliest and relatively fastest vessels built was 
the Forban of the French navy, which was constructed by 


56 International Marine Engineering 


Normand at Havre in 1895. She attained 31.2 knots, though 
only 144 feet long, displacing 125 tons and requiring 3,950 
J. H. P. For some years she held the record for speed, and 
was always a remarkable vessel, her success being almost 
entirely due to her exceptional machinery. The Turbinia, 
early in 1897, was the first vessel to break the Forban’s record. 
Up to 1900, about eighty vessels had been built which had, 
on genuine official trials, attained a speed of 30 knots. Sixty 
of these were in the navies of England (48) and Japan (12). 
They were all propelled by reciprocating engines, and for the 
most part averaged from 210 to 215 feet in length by 20 to 
22 feet breadth. The power was about 6,5co I. H. P. 

In 1900, however, the trials of H. M. S. Viper astonished 
everyone. This vessel still holds the record for speed, having 
attained over 37 knots when displacing 370 tons. 
exactly the same dimensions as the 30-knotters, but with larger 
boilers—having 275 square feet of grate area, compared with 
about 220 in the other ships, the respective heating surfaces 
being 15,000 and 12,000 square feet. The Viper was the first 
vessel to be fitted with Parsons turbines (except the Turbinia), 
and the results of her trials are given in Table I. The tur- 
bines weighed about 7% percent less than the reciprocating 
engines of only half the power fitted in the sister ships. 


She was of . 


FEBRUARY, 1908. 


completed their trials. These vessels and the subsequent 
batches of two laid down in 1906 and five in 1907 are all about 
250 to 280 feet long, and displace about 850 tons. The speeds 
attained on a six-hour trial have varied from 33.14 in the 
Cossack to 34.3 in the Mohawk, which latter at present holds 
the record for being the fastest ship afloat.* Propelled by 
Parsons turbines of about 17,000 horsepower, these vessels are 
very remarkable in many ways. They carry a poor armament 
(only three 12-pounders and two 18-inch torpedo tubes), but 
are especially built for sea-keeping in company with the fleet. 
They carry 160 tons of oil fuel. : 

Another remarkable vessel, Gz37, was completed in 1907 by 
the Germania Company, at Kiel. Also propelled by turbines, 
(137 is extremely similar to the British river class boats of 
26 knots speed that were built in 1903 and 1904. She attained 
a speed of 33.1 knots on her trials at 580 tons displacement, 
and carries no less than four torpedo tubes, one 15-pounder 
and four smaller guns. 

The extraordinary success that attended the speed trials of 
all these very fast vessels of 1907 has gone a long way to 
assure naval architects of the success of H. M. S. Swift, 
which is by far the most remarkable ship now under con- 
struction, from the speed point of view. Built for a speed of 


THE GERMAN TURBINE-PROPELLED TORPEDO BOAT DESTROYER Gl37 AT HIGH SPEED. 


TABLE I. 
Tnial. | Speed in Knots | Equivalent) R.P. 4 ae Bune 
| I.H.P. | Pounds. 
; | | Total. |Perl HP. 
Maximum power........| 87.113 max. | 13,000 1,180 | 34,500] 2.61 
(Qhour) eye coos meant iy] 

3-hour coal consumption.| 33.83 10,300 1,050 25,700 2.49 
38-hour official trial..... .. | 31.118 | 8,350 950 19,800'| @.38. 
12-hour slow speed...... i| 15.0 750 450 3,000 4.03 

| | 


The Viper was lost by running ashore, and the Cobra, a very 
similar vessel of slightly slower speed, broke her back through 
structural weakness and sank in the North Sea. The loss of 
the Cobra, coupled with signs of weakness in many of the 
30-knotters, resulted in a change of policy in the construction 
of these high-speed vessels, and structurally heavier hulls were 
afterwards required, the consequent sacrifice in speed being 
accepted. In England, therefore, between I9g01 and 1905 no 
really fast destroyers were build for the British navy. One 
exceptionally fast vessel, the Mode, was built by Yarrow for 
the Swedish government in 1902, a speed of 32.4 knots being 
obtained; but in other navies no attempt was made to exceed 
30 knots—in fact, Germany was content with 27 knots and 
France and Italy with about 28. Until this year hardly any 
new torpedo craft have been constructed in the United States 
for some years. 

Towards the end of 1905, however, the British Admiralty 
laid down five ocean-going destroyers, most of which have just 


36 knots on an eight-hour trial under service conditions, the 
vessel displaces no less than 1,800 tons on 10-foot 6-inch draft. 
The armament will include four 4-inch guns. The ship was 
launched on Dee. 7, 1907. 

Table- If. shows the leading dimensions and speeds of all 
these vessels, together with the dates of their trials. The 
years 1903, 1904, 1905 and 1906 do not show any progress of 
importance, 30 knots being the extreme speed attained, and 
most navies contenting themselves with slower vessels of more 
durable construction. The performance of G137 is remarkable 
in that it was attained with coal fuel. Oil fuel seems likely to 
become an absolute essential in the design of these very fast 
craft, for it admits of several advantages which cannot be 
ignored. 

(1) Greater calorific value, giving either greater radius 
of action on same weight of fuel, or less weight for same 
radius. 

(2) Greatly reduced stokehold space required, especially in 
a fore-and-aft direction. 

(3) Greater ease of manipulation. 

It is interesting to note how the length of these vessels has 
increased in proportion to the speed; the ratio has remained 
very constant during the last seven years. 

In all these cases we have considered vessels of abnormal 
absolute speed, in which great sacrifices of armament and pro- 
tection have been made to secure pace. We shall proceed next 


*Eclipsed by the sister-boat Tartar, which, on Dec. 17, averaged 
35.386 knots for 6 hours, and made 1 mile at the rate of 37.087 knots. 


FEBRUARY, 1908. 


International Marine Engineering 57 


to work back to vessels of the cruiser type, which are also © 


relatively high-speed vessels. The fitst step in the connection 
is obviously through the Scout class of cruiser, and as it 
happens that these vessels are remarkably similar in general 
dimensions to the Amethyst type of third-class cruiser, we 
have compared these vessels in Table III., adding the most 
recent type of second-class cruiser. After this point in British 
naval practice there is a radical change. The size of vessels 
necessitates their being protected by external armor, and the 
necessary compromise of weights involves a reduction in 
machinery. We then begin to get to comparatively slow pro- 
portionate speeds. Thus, for instance, the very fast cruisers 
of the Good Hope and County classes of 500 and 440 feet in 
length, have speed-length ratios of only 1.075 and 1.1, re- 
spectively. 


TABLE II. 
| V Dis- | Horse- 
Vessel Date | Length} Speed,) — | Horse- | place-} power | Admiralty 
feet | knots / Ae, power | ment, per Coefficient 
| Tons | Ton D 
Forban.......| 1895 145 Sil 2B |) Bobs) 8,950 125 31.6 192 
Turbinia..... 1897 100 343.0 |) 83,83 2,200*| 44.5) 49.5 205 
English Navy.|’9800} 210 | 30.0 | 2.07 6,500 320 | 20.3 194 
Japanese Navy) 1899 | 220 | 31.0 | 2.09 7,000 SHS || 22.2 197 
ae Groonanoone 1900} 210 | 37:0) 2.55 | 13;000*) 370] 35.1 200 
Moderne cre | 1902 220 32.4 | 2.175) 7,500 400 18.8 246 
Gustin... ....|) 1907 | 235) 83h 1 2516") 135400%*)) 580) |) 2371 188 
Cossackf...... 1907 270 Oonan |) 2202 17,500*| 830 21h 185 
Swiftf........| 1908 | 345 | 36.0 | 1.94 | 33,000*) 1,800 | 18.3 209 
* Turbine machinery. + Oil fuel. 
TABLE III. 
Vessel Swift Sentinel Amethyst Encounter 
Meng th aeimcn econ 345/ ~ 3607 360/ 355/ 
Bread theee eee eerie 30! 40/ 40’ 56’ 
Displacement........ 1,800 2,800 3,000 5,800 
Speediiepegeccctincre: 36 2500) , 2B 21.0 
| (21.75 design) 
Horsepower........- 33,000 17,500 14,000 12,000 
(10,000 design) 
ATmamen taetereriineds 4 4-inch 10-12 prs. 12 4-inch 11 6-inch 
8-14 prs. 8-8 prs. 9-12 prs. 
0 tubes 2 tubes 2 tubes 2 tubes 
WENO, vos0000800 nil armored deck | armored deck | armored deck 
Coal at normal draft.) 180 tons 150 tons 300 tons 500 tons 
(Oil fuel) 
IDF{iGoG0d00d00000 0000 1908 1905 1904 1902 
V 
=F 194, 1.344 1.245 1.13 
aT: 


FIG. 1.—GENERAL VIEW OF THE THOR, A BUCKET 


An Electrically Operated Sea-Going Steam Dredge. 


The seagoing steam dredge Thor is the first instance of a 
dredge designed for purely electrical operation of all winches 
and mechanisms, inclusive of the bucket drive. It has been 
constructed on plans by Mr. W. Meiners, while the electrical 
part was supplied by the Siemens-Schuckert Works. 

The Thor is used at the mouth of the river Weichsel as a 
bucket dredge for pontoon and floating operation. Its output 
is 170 cubic meters (222 cubic yards) of dredging ground per . 
hour, the maximum depth of dredging being 8 meters (26 
feet), and the traveling speed 12 kilometers (7.45 miles) per 
hour (6% knots). The length is 44.5 meters (146 feet), 
breadth across frames 8.5 meters (28 feet), depth amidships 
3.3 meters (10 feet 10 inches), and draft in full working order 
2.16 meters (7 feet I inch). 

The boiler and engine rooms are situated amidships, and the 
rooms reserved for the crew, as well as the chain and utensil 
compartments, in the bow and stern. On the deck there are 
located the chart room and kitchen, with the pilot’s cabin on 
top of the latter, while the deck houses are situated sideways. 
Both petroleum and electrical lighting have been provided, 
and all the rooms are ventilated efficiently. 

The boiler plant comprises two horizontal fire-tube boilers 
with return tubes, designed for a pressure of 9 atmospheres 
(132 pounds per square inch), and a combined heating sur- 
face of 180 square meters (1,937 square feet). Two steam 
engines of 175 horsepower each, running at 185 revolutions 
per minute, serve to operate the propellers and centrifugal 
pumps, while a third steam engine, of 220 horsepower output at 
350 revolutions per minute, is directly coupled on the one 
hand to a continuous current shunt dynamo, with reversing 
poles, of 82 kilowatt output and a tension of Io to I10 volts at 
the terminals, for operating the upper tumbler; and on the 
other hand to a direct current compound wound dynamo of 
46 kilowatts and 110 volts, for operating the various winches, 
while serving at the same time as exciter machine for the 
other dynamo (Fig. 2). A fourth steam engine of the Deaval 
type, of an output of 25 horsepower at 500 revolutions per 
minute, is coupled to a 12.4-kilowatt direct current shunt 
dynamo with a tension of 110 volts at the terminals, which is 
intended for supplying the electric lighting plant. 

The four steam engines referred to are provided with a 


DREDGE OPERATED ENTIRELY BY ELECTRICITY. 


58 International Marine Engineering 


common surface condensing plant. 
the multipolar type, and of a design especially adapted for use 
on board ship, a special feature being the small space require- 
ments in the direction of the axis, and the ease of coupling to 
quick-running machines. 

The motor operating the tumblers has been designed on 
similar lines. A switchboard with the necessary switches, 
fuses and measuring instruments has been provided in the en- 
gine room for each of the three dynamos. The connections 
have been so designed as to allow the winch-operating dynamo 
to be used also in connection with the lighting plant, and the 
lighting dynamo for the operation of the winches and cranes. 
To this effect the lighting and power switchboards are con- 
nected together, a double-pole switch on each switchboard 
enabling, on the one hand, the lighting mains to be connected 
both to’ the lighting and power machines, while on the other 


The three dynamos are of . 


with an average dredging depth of 5.5 meters. 


FEBRUARY, 1908. 


on double joints at the back, which are connected to the simple 
intermediary joints by .means of hardened joint bolts. The 
bucket chain is guided by rollers located on two framework 
eirders, constituting a bucket ladder of 40 degrees inclination, 
The lowering 
and lifting of the ladder is effected by means of a 12-horse- 
power series motor operating with 510 revolutions per minute 
a winch located on the stern jack. This motor is handled by 
a reversing controller of the usual design, with short-circuit 
position and magnetic blowing. : 
The pentagonal lower tumbler is located at the lower end of 
the bucket ladder, in which it is free to move. The pentagonal - 
upper tumbler is located on the middle jack, and is operated 
by a shunt motor of 1eo-horsepower output with 285 revolu- 
tions per minute, through the intermediary of two spur wheel 
gearings with hydraulic friction clutch. This motor can be 


FIG. 2.—COMPOUND ENGINE OPERATING GENERATORS ON THE GERMAN BUCKET DREDGE THOR. 


hand, part of the power circuit can be switched on, both to the 
power and lighting dynamos. 

The hoisting machines and auxiliary machinery serving for 
the dredging operations proper can be operated only from the 
power dynamo. A special feeder 310 square millimeters (0.48 
square inch) in copper section connects the power switch- 
board to a switchboard arranged in the pilot house, from the 
bus bars of which the several circuits for the auxiliary dredg- 
ing machinery are branched off. The steering apparatus, as 
well as the reversing shunt controller of the dynamo oper- 
ating the tumbler, are installed in the pilot house, whence they 
are controlled. The advantage of electrical power transmis- 
sion is inferred from the fact that one man is able, without 
leaving his post, to control all the auxiliary machinery used in 
dredging. 

The dredging buckets have each a capacity of 0.24 cubic 
meters (8% cubic feet) on being filled horizontally, with a 
mean dredging depth of 5.5 meters (18 feet) ; they have cast- 


regulated between zero and full speed, the arrangement 
adopted being the Ward-Leonard system. It is provided with 
separate excitation at 110 volts from the power dynamo, while 
the tumbler dynamo has a shunt exciter located in the pilot 
house, and which has been so arranged as to enable the field 
of the tumbler dynamo to be reversed, in order to impart a 
backward motion to the bucket chain. The hydraulic friction 
clutch is intended to reduce to an admissible limit the torque 
transmitted by the tumbler motor, it being caused to slide 
whenever the buckets are put to specially heavy strain, due to 
mechanical resistance in the dredging ground. 

The dredged soil is dropped into a hopper, with chutes con- 
nected to both sides of the vessel; at the summit there is a 
valve for distributing the soil. The chutes are hauled in by 
series motors of an output of 2 horsepower with 530 revolu- 
tions per minute, handled by ordinary reversing starters. The 
dredged soil can also be poured out through an opening in the 
stern chute into a tank below deck, whence it is sucked in with 


FEBRUARY, I908. 


an addition of outside water by one or two centrifugal pumps 


1.5 meters (59 inches) in diameter, in order to be carried away - 


a distance of 600 meters (1,970 feet), in a lateral pipe 450 milli- 
meters (18 inches) in clear width, the terminal height being 
3 meters (10 feet) above the level of the water. The suction 
and pressure conduits of the two centrifugal pumps have been 
so arranged as to enable both pumps to work jointly, or each 
pump separately. 

The dredge is maneuvered on the spot by the aid of a’stern 
winch, two lateral chain winches and a bow winch (anchor 
winch), while three hauling winches (Fig. 3) have been pro- 
vided for hauling the steam pontoon. All the winches, as 
seen from the figure, have been so installed on deck as to 
leave the latter as clear as possible, while the winches arranged 
in grotfps require for their operation the smallest possible 


International Marine Engineering 59 


while both motors can be made to operate independently in 
hauling in or paying out the chain corresponding to one or 
two winches. In order to insure an entirely uniform winding 
and unwinding of the chains, while regulating the speed of the 
latter, a shunt regulator has been provided in the pilot house 
for each chain winch motor. For the anchor winch, has. been 
installed in its immediate neighborhood another controller 
roller, enabling the winch if desired to be handled from that 
part of the ship. Means have, however, been provided for 
allowing the winch in each case to be started, either from the 
pilot house or from the winch itself, but never in both ways. 
The ends of the lateral chains are run either into a pit below 
water, or over the deck, to be caught below deck in rotary 
iron boxes. 

The three hauling capstans are operated by series motors 


FIG. 3.—STERN OF THE ELECTRICALLY OPERATED GERMAN DREDGE THOR. 


number of men. All the motors are operated through worm 
wheel transmission by slowly running electric motors, which 
are entirely inclosed to protect them against rain and spray; 
the tumbler motor is in addition provided with a ventilator. 
The motor operating the anchor winch is installed below deck 
in a protected position, and therefore is not of the inclosed 
type. 

The stern winch, the rope drum of which can be thrown out 
of gear, is operated by a series motor of 14 horsepower and 
420 revolutions per minute. The four winches provided for 
the lateral chains are driven by shunt motors, and the bow 
winches by a series motor. These five motors are otherwise 
identical in design, giving an output of 12 horsepower with 
510 revolutions per minute. 

The controlling apparatus for the stern and bow winches, as 
well as for those operating the lateral chains, is located in the 
pilot house, and has been designed as controller rollers, each 
two corresponding chain winches having a common con- 
troller in connection with a switch. The latter enables both 
motors to be operated simultaneously (when one winch will 
haul in and the other pay out an identical length of chain), 


with watertight oil-cooled starter of an output of 7.6 horse- 
power with 450 revolutions per minute. 

Two cranes of a capacity of 3,000 kilograms (6,614 pounds) 
have been provided for hauling the anchor, removing the chain 
pit, withdrawing the lower tumbler and dredging buckets, etc. - 
These cranes are driven by series motors of 3 horsepower out- 
put with 520 revolutions per minute, the motor of the stern 
crane being of the inclosed type, and that of the bow crane of 
the open type. Both motors are handled by controllers ar- 
ranged close to the cranes. For hauling greater loads on 
deck, as well as for loading coal, has been installed a loading 
pole, which at the same time serves as signaling pole. 

The electric lighting plant comprises a projector for 30 
amperes and parabolic mirror 400 millimeters (1534 inches) in 
diameter, four flame-arc lamps for 10 amperes intended for 
lighting the deck, in addition to about 40 glow lamps of 16 and 
25 normal candlepower, in the various compartments. All 
electric conductors are rubber-insulated bitumenized cables 
with protective iron bands, which are carried in groups below 
deck alongside the walls and ceilings, where they are readily 
accessible. 


60 International Marine Engineering 


APPLIANCES FOR MANIPULATING LIFEBOATS ON 
SEA=GOING VESSELS.* 


BY AXEL WELIN. 


The last time I had an opportunity of watching regulation 
boat drill on a large liner the conditions were the most favor- 
able—broad daylight, no wind and the ship in harbor. All the 
yarious appliances were evidently kept in splendid order, and 
each boat’s crew as fully acquainted with its duty as circum- 
stances permitted. The ship had, however, a faint list—less 
than 1 degree—but that alone was sufficient to cause quite ap- 
parent difficulty in manipulating the boats. 

The sensitiveness in this respect of the usual davit is, there- 
fore, one of the greatest of the many drawbacks incidental to 


THE DAVIT ARRANGEMENT ON LA PROVENCE, SHOWING SHEAVES. 


the system. Three to 4 degrees list of the ship instantly re- 
duces its boat capacity by one-half. The Board of Trade regu- 
lations, consequently, prescribe in the case of cargo steamers, 
that the ship shall carry sufficient boats on each side to accom- 
modate the whole crew. That a similar rule does not apply to 
passenger steamers, where evidently it is so much more called 
for, is simply the result of the practical impossibility of carry- 
ing it into effect. 

But the objection which cuts to the very root of the evil is 
that the system does not and cannot give the crew proper 
control in handling the boat. The slightest rolling motion of 
the vessel, when once the gts are loose, is apt to throw the 
boat into a swinging motion highly dangerous alike to itself 
and the crew. Without prosecuting this criticism further, I 
will now formulate the principal requirements of an ideal 
system of davits, such as they present themselves to me after 
several years of keen and careful study. 

I. The boat must in all circumstances, and in every position, 
be under efficient control. 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, Nov. 22, 1907. 


FEBRUARY, 1908. 


2. A moderate list of the ship must not prevent or ap- 
preciably retard the manipulation of the boat. 

3. The mechanism should be of the simplest possible nature, 
and always “get-at-able.” 


THE USUAL TYPE OF WELIN QUADRANT DAVIT OUTFIT. 


4. The manner of manipulating the davits must be such as to 
preclude any necessity for expert training, and all possibility of 
confusion in cases of accident. 

5. Cost, weight and deck space occupied are all matters which 
must be taken into account, even if they do not come within the 
scope of the subject, when treated from a strict “life-saving” 
point of. view. 


aN 


| 
i 
THE USE OF THE DAVITS WITH SHIP HEELED 8 DEGREES. 


Reverting to the Welin quadrant davit, I first wish to em- 
phasize one or two purely mechanical points of interest. 


THE HORIZONTAL TRAVELING MOTION GIVEN TO THE DAVIT ARM. 


The advantages of this arrangement in regard to leverage 
are apparent at first glance. Say that the distance between the 
keel lines of the boat in the two extreme positions is 10 feet, 


TWO BOATS CARRIED ON ONE SET OF DAVITS. 


and the travel of the moving fulcrum is 3 feet, the load lever 
when greatest is 30 percent less than would be the case with 
a davit turning on a fixed center, while the working lever 
(the radius of the quadrant) remains constant throughout the 
movement, or even increases, as shown in the arrangement 
for a battleship. 


FEBRUARY, 1908, 


International Marine Engineering 61 


THE COMPENSATING ARRANGEMENT OF THE FALLS. 


Instead of attaching the falls direct to a belaying pin on the 
davit proper, they are at first led over stationary sheaves, then 
belayed on the quadrant. The result is that the pull on the 
falls tends to raise the davits and, though it sounds like a 
paradox, part of the weight of the boat itself is thus utilized 
for lifting it inboard. The explanation is easy. 

In hoisting the boat from the water it is lifted some dis- 
tance higher relatively to the upper block than would be neces- 
sary if the falls were to be belayed direct on the belaying 
pin without first being run over the said sheaves, and then, as 
the davits are swung inboard, the boat drops back. The dis- 
tance of this drop, multiplied by the weight of the boat, repre- 
sents the assistance obtained in manipulating the handles, e. g., 
if the weight of the boat is 30 cwts. and the drop 18 inches, the 
gain would be 2% foot tons, not deducting anything for ad- 
ditional friction and stiffness of ropes. 

Generally speaking, the boats are placed at a distance from 
each other of about 5 feet, which is sufficient for the working 


THE WELIN QUADRANT DAVIT APPLIED TO A BATTLESHIP. 


of two single davits between the boats. A more compact and 
perhaps neater looking installation is that formed by double 
or twin davits between the boats. Some firms, however, object 
to the use of twin frames on the ground that only half the 
number of boats in each row can be swung out simultaneously. 
The objection, admittedly, holds good only in regard to boat 
drill, when, of course, it is more imposing to see all the boats 
going out precisely at the same moment. In actual use, the 
lowering of all the boats simultaneously into the water would, 
even under favorable circumstances, invite confusion and 
disaster. When the fitting of single frames is insisted upon, 
but the length of available deck does not admit of the boats 
being placed 5 feet apart, a distance piece is dropped over the 
handles to prevent these from fouling each other, or a special 
bevel gearing is fitted. 

Occasional difficulties have arisen where an excessive out- 
reach has been required. In simple cases where this has been 
caused merely by the adoption of a particularly wide belting 


THE ARRANGEMENT OF THE DOUBLE DAVIT FOR TWO BOATS, 


or rubbing strake, it has been surmounted by shifting the center 
pin of the quadrant relatively farther towards the back of 
same, and this, coupled with the throwing out of the outboard 
end of the frame a few inches, has, so far, proved equal to all 
demands. In the cases of battleships, however, where the 
boats are so frequently carried on lofty superstructures situated 
at some distance inboard, the problem has presented more 
features of interest, especially when the heavy weights of 
boats, usually carried in vessels of this class, be considered. 

Increasing the length of the arm is not a practice which can 
be continued indefinitely, as, apart altogether from the result- 
ing strains and stresses of the metal itself, there is a limit 
where the excessive labor consequent upon an increased lever-- 
age is such that a quadrant davit would offer little or no 
advantage over the present battleship arrangement for slinging 
out boats by means of derricks or similar appliances. The plan 
adopted to gain the end required, while retaining to the full 
the advantageous arrangement of the quadrant, has been ar- 
rived at by what may be termed differential radii being given 
to the quadrant, with the result that while the boat may be 
slung out with perfect ease, there is no especial difficulty 
attaching to bringing it home again, the greatest lever being 
available when most needed. 

Whatever criticism you pass on the Welin quadrant davit as 


THE DAVIT AS APPLIED TO A CAR-CARRYING FERRY. 


62 


International Marine Engineering 


FEBRUARY, 1908. 


a mechanical contrivance, I am bound to say that its adapta- 
bility to all kinds of arrangements of the boats has fairly 
astonished me. Here are a few examples: 

A boat may be chocked half outboard, thereby saving for 
promenading purposes some 120 square feet of deck space in 
the case of each individual boat. These are as safe as when 
stowed inboard, and need only be swung in when the ship 
enters harbor. To do so requires a fraction of a minute. 

The fact that the davit arm always remains in a locked 
position unless manipulated by means of the screw is one of 


nl 


either side, picked up and swung outboard by the davits. No 
other gear that I know of lends itself so admirably to a plan 
of this kind.. In a modification of the davit itself, by which a 
double quadrant is used, a boat standing inboard of another 
may be picked up direct from its chocks and swung outboard. 

Before concluding, I must take up a remark which has been 
put to me on more than one occasion—“What is the good of 
taking so much trouble over a question like this? The chances 
of ever getting any lifeboat safely into the sea from the tre- 
mendous height at which they are placed on present day liners 
are so remote that it is useless to hope for success, whatever 
davits are adopted.” That is hardly sound reasoning, but it 
contains a great deal of truth, all the same. Sooner or later 
some different plan of placing the boats must and will be 
adopted; it is only a question of time. 

Some eight months ago, I put a suggestion of placing the 
boats lower before a prominent firm of shipbuilders on: the 


ali 
PROMENADE -— = DECK 3 


PROMENADE 
= 


PROMENADE DECK I 


——_ 


| BOAT DECK 
+ 


ELEVATION 


SALOON DECK. 


=e T 
i UPPER DECK 


3 a aa 1 Doe 
i i fi 
nh i 


t 

a 

u 
f 


{ t Hi Wy 
4 spo 
nt At 1 ue 
\ : 
: 
H 


MAIN DECK a 
= y 
i ; pa 
| = 
ORLOP DECK 
LOWER ORLOP DECK 
BOILER SPACE 


o oo clo ole? 


THE BOATS CARRIED ON A LOWER LEVEL THAN USUAL, 


the more important points about this system. I have included 
a scale diagram of a ship in section having a list of 8 degrees, 
wherein you may notice the boats in different positions. In 
connection herewith I can do no better than quote a few 
lines out of a testimonial from the North German Lloyd, 
based upon prolonged trials: 

“With a list of 11 degrees of the ship the boat on the high 
side was put out in forty-five seconds. When the ship was 
rolling to a fair degree this was again done in one minute by 
four men, and the superiority of these davits, in so far that 
they remain stationary at any point without guying, then be- 
came apparent.” 

A row of boats placed abreast on the top of a deck house 
may be run out one after the other to the edge of the deck on 


BOAT DECK 


TO FACILITATE HANDLING FROM A LARGE SHIP. 


continent, without at the time obtaining: any definite result. 
I am, of course, fully alive to the many difficulties in the way 
of getting some such scheme adopted, and it may require a few 
more of those disasters which stir humanity to its very core 
before conservatism can be made to budge. 

Shipbuilders do not, as a rule, welcome deviations from 
orthodox designs; that such deviations, possibly resembling the » 
one fore-shadowed above, must ultimately come, I am never- 
theless more than ever confident. At a time when scarcely a 
month passes without witnessing the birth of some new 
leviathan, each exceeding its forerunner in speed and pas- 
senger-bearing capacity, the compelling necessity for such 
vessels to be fully equipped with life-saving appliances of the 
highest order is a fact which cannot fail to thrust itself with an 


FEBRUARY, 


1908. 


International Marine Engineering 


63 


added force and conviction upon the observation of the most 
callous. 

In bringing these remarks to a close, and speaking, as far 
as it is possible for me, from an impartial standpoint, I venture 
to assert that if ever there was a moment when the matter so 
briefly dealt with in this paper called for careful and renewed 
‘consideration, that moment is now, when the gigantic creations 
of recent months and the rumors of even greater things in the 
near future, bring to the whole subject a new significance. 


construction into two types—metal and wood. The con- 
tinued growth in dimensions has resulted in almost elimi- 
nating the wooden type of construction. In the development 
of the power element two main factors have controlled, the 
dimension of the transportation unit and speed at which it 
was to be driven. 

In classifying marine transportation units, the first division 
that is to be made is between those that are used for pas- 
senger transportation, and those that are to be used ex- 


it 


AM 


uC a == 


en a 


FL] PU 


aoe 


=== >= = -4--- 
t 


SS SoS SSS 


| ar 
I SEE 


FIG. 5.—MARINE UNIT SYSTEM—POWER BOAT AND CAR FLOATS. 


ELECTRIC UNIT SYSTEM OF MARINE TRANSPORTATION. 


Scale 1/48” = 1 foot. 


MODERN MARINE TRANSPORTATION—II. 


BY WILLIAM T. DONNELLY. 


/, 


DETAIL APPLICATION OF THE ELECTRIC UNIT SYSTEM. 

In the discussion of marine/transportation in its broadest 
‘sense, the first division must be made along:the line of 
goods to be transported anf th means used in transporting 
them, and as this paper is/ to deal mainly with a new appli- 
‘cation of power to marine transportaion, the discussion will 
be directed to the means used for transportation. This di- 
vision embraces the floating structure or vessel to carry the 
goods, the crew for controlling the same, and the power used 
ito move the vessel and crew from place to place. 

That part of the problem represented by the crew involves 
the provision for their sustenance and living accommodation, 


and also such recompense for their service as will secure com- - 


petency in the various branches. The division represented by 
the vessel involves all the problems of naval architecture, 
‘such as form,/dimensions and materials of construction. The 
third division, that of power, involves all the mechanical con- 
struction, operation and control of the particular source of 
power which is to be used, and the fuel from which the power 
is obtained. It will be necessary to consider each of these 
divisions under further sub-divisions, as the investigation is 
carried more and more into detail. 

The first result of the application of steam power to marine 
transportation was to cause a primary division of the crew 
into a navigating and engineering corps. The development 
‘of steel as a structural material resulted in the division of the 


clusively or primarily for transportation of merchandise. As 
this paper is to deal in detail with that class of marine units 
or vessels intended exclusively or primarily for the transpor- 
tation of merchandise, little consideration will be given to 
the class in which the propelling power is necessarily so 
great as to almost exclude the consideration of other factors. 

Marine merchandise carriers have again to be divided into 
classes, each of which is developed for the particular trade to 
which “is to be applied; and the detailed discussion follow- 
ing will first be limited to marine transportation units de- 
signed and adapted for use in transporting merchandise in 
coastwise service for a distance of approximately 100 miles. 
Comparison will be made between a modern freight steamer of 
2,000 tons cargo capacity on the one hand and a fleet of three 
barges with their power vessel, comprising an electrically 
operated marine transportation fleet, on the other. 

In the movement of freight a very important consideration 
is the rate of speed at which the movement is to take place. 
In this system, 10 miles an hour on water has been considered 
as a speed which would represent ordinary rail freight trans- 
portation, including the incidental delays due to yarding and 
switching, and final transfers upon car floats, which is con- 
sidered part of the necessary handling of freight in coming 
and going from the large centers, such as New York, Phila- 
delphia and Boston. 

In Table I. are given the details of dimensions and cost in 
parallel columns of a freight steamer of 2,000 tons cargo ca- 
pacity, and a combined unit, comprising a power boat and three 


64 International Marine Engineering FEBRUARY, 1908. 


12-INCHES-DRAFT 


as SS 


POWER ~ BOAT DRAUGHT-LOAD-FULLY-EQUIPPED = 18-INCHES 
/ ZZ 7 ws 
36-0 x 10-0 x 3-0 — FULLY-EQUIPPED =12-/NCHES-NO-CARGO-ON-BOARD 


— fig. j— 


— S 
f=5] motor 
SSaaSss 
== ; 


FIG. 6.—ELECTRIC UNIT SYSTEM WITH MINIMUM DRAFT AND MAXIMUM POWER APPLICATION. 


TABLE I. car floats, each of which will have a net merchandise carrying 
sue capacity of 2,000 tons. 


Ereiehten | Combmecmunrt Tt will be seen from this table that the dimensions of the 
steamer will be—length 300 feet, breadth 38 feet, and draft 14 
ain Cone lr Porneie Gan feet, and in the comparison, the first noticeable feature is the 
Boat Floats reduction of draft, it being entirely practical to reduce the 
ay reve re Dette teen eee eae SIRE as draft of the power boat to 7 feet, and that of the car floats 
Depth, PRUE eee ciee Ses Salen ier will be only 6 feet. It is at once apparent that this will ex- 
TD oh Fea ee 14/-0” 4-0! 6m tend the possible navigation over a much larger territory. 
Bunkers...... 50. 50. It will be seen that the indicated horsepower for the fleet is 
Capacity in ome Ste, &c.... 20. 5- slightly less than for the single vessel, this being occasioned 
Weight of Rriiieen on ee aie ang eta) by the much easier form of the car floats over the freight 
Weight of machinery........... 180 185 40 (a) Steamer of the dimensions given. 
Displacement................. 3,400 555 4,070 It is assumed that the freight boat will make one trip a 
La eas Once copo0ncd ec “eee gee day, or will operate 300 hours per month,’ while two of the 
Tae Her toni cohee ee as 0.85 0.7 car floats and the power boat will be in operation 90 percent 
Hours operating per month..... 300 648 of the time, or 648 hours per month. Under this schedule the 
Hours in port : rs BOOr 420 72 steamer will make 3,000 miles per month, and the combined 
aC ene fell teh oak ieee ee unit 6,480 miles, giving a monthly capacity for freight of 
aMopeaes ao @ ' 6,000,000 12,960,000 60,000 tons for the steamer, and 129,600 tons for the combined 
Freight rate per ton-mile....... 6 mills 6 mills unit. 
Taectinent Arse and Carages || OPED Uepese ) The freight rate is taken as 6 mills (1.2 farthings) per 
i _Machinery......- WOial,  Bugyeee ton-mile. This is not an arbitrary rate, but one determined 
Freight capacity per $100 invest- ss) : 

ST tee UN ga 0.641 ton 0.93 ton from the average of a number of years in the coastwise trade. 
Freight carrying capacity per From carefully prepared figures the total investment for 
+*month per $roo investment. . .| 19.24 tons 60.28 tons the hull and machinery of the freight steamer is placed at 
hee of freight carrying $156 ori $312,000 (£64,112); that for the power boat at $86,000 (£17,- 

oN tI on) ana ae ; 672), and for three car floats, $129,000 (£26,508), or a total 

a Two car floats. b Three car floats. for the unit of $215,000 (£44,180). 3 

It will be seen from the figures that for each $100 invest- 

ment in the freight steamer, provision is made for carrying 

0.641 ton of freight. In the combined unit, considering only 

TABLE II. two car floats to be in use at one time, for the same invest- 

= ment of $100, 0.93 ton is carried: The comparison of freight 

Monthly}Figures Freighter Combined Unit carrying capacity per month on an investment of $100 is 19.24 

tons for the freight vessel, and 60.28 tons for the combined 

unit, or more than three times as much. Comparing the in- 

eas as Total vestment per ton of freight carrying capacity, that for the 

RISES? OA FATESTAS Ho kA Gygeo 5 a6 nae $807 steamer is $156 (£32), and for the combined unit $107.50 

Mepreclahionerrrreerit 3% 780 215 323 | 538 (£22). 

PERM socooood eo occoKGopop| IO 1,025 300 1,325 Referring to Table II., there will be seen a comparison of 

Stewards’ stores............. 409 280 | ....- 280 _ the operating expenses and revenue to be derived. The in- 

rae eae ese in see ee tee ee terest on the investment is taken as 5 percent in both cases, 

Deck StOreS Jensen eee 50 LOOM |Meat. 100 and the depreciation at 3 percent. The pay roll in each case. 

| ——— has been made up by careful comparison and investigation of 

Total expenditures... -..-... | $6,230 | $5,355 | $1,160 | $6,515  Gperating expenses on the Atlantic coast of the United States. 

Tivesins ae as ee $36,000 $77,760 The consumption of coal has been taken at 2 pounds per 

Barnings seen eer ne cenierrees 29,770 71,245 horsepower-hour, and at a cost of $3.50 (14/4'4) per ton, the 
| same in both cases. 


FEBRUARY, 1908. 


International Marine Engineering 


65 


It will be seen that the total expenditures monthly for the 
freight steamer will be $6,230 (£1,280), and for the combined 
unit, $6.515 (£1,339). 

The income at 6 mills per ton-mile for six million ton-miles 
per month will amount to $36,000 (£7,308) for the freight 
steamer, and for the combined unit, with 12,960,000 ton-miles 
per month at the same price, will amount to $77,760 (£15,- 
979), leaving a net monthly earning capacity, for the steamer, 
of $20,770 (£6,118), and for the combined unit, $71.245 (£14,- 
640). From the monthly earnings, as stated, there would, of 
course, have to be deducted the ordinary and extraordinary 
repairs. While these items have been omitted to simplify 
comparison, it is confidently believed that they would be 
much less in the transportation unit than in the freight 
steamer. : 

Attention is called to the fact that an extra car float is pro- 
vided, which would make it possible to repair the freight car- 
riers without interfering with the business, while in the case 
of the steamer, any repair which would interfere with oper- 
ation would at once eliminate all earning capacity. 

It may be contended that this service is properly a tug-boat 
service; but it is submitted that in the bays and sounds of the 
coast, and near the mouths of large rivers, a great quantity 
of this class of transportation is carried on by steamers, 


further contended that great saving would result in wear and 
tear of heavily loaded cars, both to the cars themselves and 
to the railway’s roadbed, by shipping all heavy machinery by 
car float lines. 

It should further be pointed out that at the present time a 
very large percentage of the freight arriving at large centers 
of shipment, such as New York, Philadelphia, Boston and 
Baltimore, has necessarily to be run upon car floats for dis- 
tribution, and often to load to and from cars alongside of 
steamers, and if it is a fact, as has been shown, that the 
cars upon the float can be moved at a rate of 10 miles per 
hour, at a cost very much less than upon railroads, it should 
be apparent that this branch of transportation will have a very 
great extension, if the power necessary to move the freight 
can be applied on as small a draft as 7 feet. This extension 
would make it possible for any and all railroads to have ship- 
ping facilities at great seaports for such commodities as can 
be handled direct between cars and vessels. 


MECHANICAL AND ELECTRICAL EQUIPMENT OF TRANSPORTATION 
UNIT. 

Referring to Fig. 4, which illustrates the power boat: This 

boat is designed to have a length over all of 132 feet, a breadth 

of 30 feet, a depth of 13 feet 6 inches, and a draft of 7 feet. 


FIG. 


under the conditions set forth, and that it is a well recognized 
fact that for a tug to handle two car floats of the dimensions 
given it would require to have a draft of not less than 14 
feet, and even then it would be impossible for the tug to con- 
trol the car floats in moderately heavy weather. 

One of the greatest advantages of this system over the use 
of a tug lies in the greater facility in docking the floats ; nearly 
all the float bridges are so located that a strong tide sweeps 
by, and great difficulty is experienced in properly making the 
slips. With this system the power boat, with its bow against 
the car float, would act as a tug to hold it against the swing 
of the tide, while the electrical power applied to the propellers 
of the float itself would move it across the tide into the slip. 

Too much consideration cannot be given to the reduction 
of draft which is possible in the power boat over the tug. 
This would mean a great extension of the car float busi- 
ness, and enough has been said to make it clear that there 
is no other system by which freight can be handled for so 
little cost. It may be contended that it would not be possi- 
ble to always have the freight cars loaded to their full ca- 
pacity, for much light and bulky freight has to be carried. 
On the other hand, it is submitted that the freight rate for 
light and bulky articles is increased to the point where the 
teyenue per car is practically the same amount. And it is 


@ 


7.—WIRING LAYOUT FOR POWER BOAT 


= Master-Controllers-in-Pilot-House. 
Main-Switchboard-Receiving-Current-from-Generators. 
Motor-Panels-Controlling-Motor-Current. 

“Plug’’ Terminals, 


SOR > 
ll 


AND CAR FLOATS. 

The boiler equipment comprises two Scotch marine boilers, 
each 12 feet in diameter by 11 feet 6 inches long, each to con- 
tain two Morison furnaces, and containing a total heating 
surface of 1,736 square feet, and a grate area of 48 square 
feet (36.2 to 1). The boilers are designed for 175 pounds 
working pressure, and will furnish steam to two vertical com- 
pound condensing, self-contained, inclosed Williams engines, 
with cylinders 15 and 26 inches in diameter by 21 inches stroke, 
operating at a normal speed of 220 revolutions per minute. 
This engine is guaranteed to develop a horsepower-hour on not 
to exceed 14 pounds of steam. The total weight of these en- 
gines, with extended base, shaft and flywheel complete, with- 
out generator, will be 74,000 pounds each. 

Electric Generators —These will consist of 500-kilowatt, 
compound-wound generators, over-compounded to maintain 
a constant voltage at the motors. The main switchboard will 
be installed, equipped with two main dynamo switches, six 
power feeder switches, and the usual circuit breakers, volt- 
meters, ammeters, ground detectors, etc. It is planned to use 
circuit-breakers in place of fuses on the motor circuits, as 
these can be automatically reset by moving the master con- 
troller to “stop” position. Auxiliary circuits will be pro- 
vided for lighting, hoist motors and similar minor duties. 

Electrical Transmission.—Each propeller will be driven by 


66 International Marine Engineering 


FEBRUARY, 1908. 


a 200-horsepower, 500-volt compound-wound, variable speed, 
reversing, direct-current motor of interpole type, with wide 
range of field control. 

‘Wiring Connections.—Vhe wiring connections for the mo- 
tors will be carried to controlling panels located close to the 
motors, and equipped with the latest electrical controlling de- 
vices automatically operated from a distance. This arrange- 
ment provides a minimum number of heavy conductors car- 
ried to the power boat. The system of wiring on the floats 
and power boat is shown in diagram on Fig. 7. 

As the connections between the different vessels will be 
made by flexible multiple cables, the connections are indi- 
cated by single lines on the diagram. ‘The connecting cables 
will be made long enough so that they may have sufficient 
slack to allow for such relative movement of the vessels as will 
be occasioned by rough water. Lashing of the vessels to- 
gether by hawsers will prevent any mechanical strain coming 
on the electrical cables. 

The use of multiple cables makes light the manual labor 
of connecting, so that the plugging in of a single cable is the 
only operation necessary for connecting any one motor. On 
account of the light strain between vessels with this system 
of propulsion, the lashing hawsers need not be so heavy as 
now used, so that this part of the work will be lighter, and 
will offset the time required to make the electrical connec- 
tions. 

Power Boat Switchboard—On the power boat the main 
conductors will lead to the switchboard in the engine room, 
and the controlling wires will be carried to the pilot house, 
where they will be connected to master controllers of similar 
appearance to the familiar engine room telegraph. By movy- 
ing the different levers the pilot will be enabled to run any 
motor in the fleet, in any direction and at any speed. Nor 
will there be any delay in the execution of his orders; the 
electric controllers at the motors will “stand by” with unceas- 
ing alertness, and will never be caught napping. 

Marine Freight Carriers—As a freight carrier for pro- 
tected and inland waterways, probably no form is more highly 
developed than the car float. One of these floats of the di- 
mensions given, i. e., 320 feet in length, 40 feet beam, 10 feet 
6 inches deep, and 6 feet draft, will carry twenty-three freight 
cars, representing a total net freight-carrying capacity of 1,000 
tons. When it is considered that this amount of freight can 
be removed at a car float bridge by a locomotive in ten min- 
utes, and the float reloaded with another 1,000 tons within 
another ten minutes, a very great economy in handling is ap- 
parent. It is desired to call attention to the fact that a trans- 
shipping terminal for this kind of freight requires but a mini- 
mum draft, no wharves or warehouses, as the goods are al- 
ways protected from the weather in cars, and is very inex- 
pensive to build and maintain. 

The structure of the hull of the car float is of the simplest 
form, and as the hold is not used for any purpose, no com- 
plication results from dividing it into various watertight com- 
partments, rendering loss from collision highly improbable. It 
should also be pointed out that the draft of a car float does 
not increase with the size of the float or the number of cars 
carried, but remains practically constant, admitting of very 
great extensions to shallow-water navigation. Altogether, it 
would appear that the addition of propelling power to the 
present steel car float is all that is necessary to very greatly 
extend its use in the field of marine transportation. 

The most remarkable part of this system is that all the 
apparatus, from the boilers to the electric controlling appara- 
tus operated from the pilot house, is of standard make, and 
can be procured in the open market. No special apparatus 
of any kind is required. The cost of all mechanical equip- 
ment has been arrived at from actual figures supplied by the 
manufacturers of the apparatus. 


The total cost of the power boat is $86,000 (£17,672), 
which represents about $61.50 (£12-12-6) per horsepower, on 
a basis of 1,400 horsepower. A central station plant on land. 
for generating electrical power can be constructed and 
equipped, where the cost of real estate is not high, for $65. 
(£13-7-2) per horsepower. From this it is apparent that a 
floating station for generation of power will be on approxi- 
mately the same basis of investment as a central station on 
land; but with the very great advantage of a trifling cost for 
distribution and connections, and little or no distribution losses, 
and the additional very great advantage that it will work at 
full load capacity, which is the condition of highest economy. 

The cost of fuel for a floating power station will be, if any- 
thing, less than for a central station located upon the water 
front, as it is apparent that the floating power station can go 
to the large centers of fuel supply and receive its fuel with 
the least amount of handling. 

Finally, it is desired to point out that in all transportation 
the vital consideration is the application of power, and that 
the value of all investments in railroads, cars, locomotives, 
steamships and other means of transportation depends solely 
upon the effect produced by the application of power. The 
second principle involved is, that the amount of revenue for 
any particular investment in equipment is entirely dependent 
upon the constant effective application of power to the means 
used for transportation. And third, that the amount of trans- 
portation which can be accomplished with any particular equip- 
ment is largely dependent upon the amount of power that can 
be economically applied to its movement. 

While in the foregoing analysis and illustration modern 
marine boilers and vertical reciprocating engines have been 
used in the power producing plant, it is apparent that this 
particular source of power is not an essential. Turbine engines 
may be used, or the steam plant may be replaced by the gas 
producer and gas engine, or any form of internal combustion 
engine with oil as a fuel. 


Electrically Equipped Shipbuilding Berths. 

There has been installed at Palmer’s yard, Jarrow, a sys- . 
tem of overhead cableways upon which electrically operated 
trolleys run. These cableways are supported by carriages 


*held by braced supports, 125 feet above the berth, which 


allows them to be traversed across the berth while the trolley 
itself runs longitudinally. All the motions of longitudinal 
and lateral hoisting in handling materials are accomplished 
by means of electric motors. The cable span is 490 feet. 

John Brown & Company’s yard at Clydebank is equipped 
with vertical derricks, 100 feet apart, capable of lifting a load 
of 5 tons to a height of 125 feet from the ground. The mast 
is a braced column with a length of 130 feet. It is square in 
section, having a side of 6 feet at the center and tapering 
toward the ends. The jibs are also of square section. Hoist- 
ing is accomplished by an electric motor of 35 horsepower, 
while the jib is slewed by a motor of 10 horsepower. 

The Dalmuir dock of Beardmore & Son is supplied with 
overhead traveling cranes run on a large gantry, the two 
sides of which are braced together, and may be roofed over 
for protection from the weather. The side braces are also 
provided with side walking cranes which travel along them, 
working from any point. These are capable of handling 
loads of 5 tons at a radius of 30 feet. The traveling cranes 
have a span of 108 feet, a total travel of 750 feet along the 


‘berth, and are capable of lifting 15 tons to a height of 140 


Power for all of these operations is supplied by means 
of electric motors. In the storage yard of the same plant is 
a long electric cantilever crane for handling plates. This is, 
carried:.on a gantry, and has a total travel of 240 feet and a 
clear lift of 22 feet above the rail. 


feet. 


FEBRUARY, 1908. 


THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY F. WALKER, M. I. E. E. 


METHODS OF HEATING AVAILABLE. 


The following methods of heating, which are in use on 
shore, are all available more or less for use on board ship, 
some of them, as will be explained, being more easily adapted 
under all conditions, and some of them again not being suit- 
able for ships that knock about in a sea way, but being quite 
practicable for those which keep an even keel: - 

1. The open fireplace, or closed stove burning coal. 

2. Pipes or apparatus in which hot water is circulated. 

3. Pipes and apparatus into which steam is delivered. 

4. Apparatus in which electric currents are employed. 

5. Apparatus in which the air is warmed, humidified, and, 
if necessary, cooled. 

The last form of apparatus, it will be noted, combines heat- 
ing and ventilating, and on shore that is the latest develop- 
ment. Many of the large new buildings, such as hospitals, 
government and municipal buildings, stock exchanges, etc., 
are warmed and cooled, where necessary, entirely by means of 
the air current, which is taken hold of, cleaned, dried where 
necessary, warmed where necessary, moistened where neces- 
sary, and so on. The latest development of heating and 
ventilating on board ship, on the great ocean liners and in 
men-of-war, is on these lines. 

The old fireplace and stove, though it still holds a large 
place’ in the warming of rooms on shore, has long been con- 
demned as inefficient, because the larger portion of the heat 
liberated by the combustion of the coal passes up the chim- 
ney. It is not necessary to remind marine engineers that a 
coal fire will burn only with a draft, and that the products 
of combustion are carried up the chimney, necessary with all 
coal fires, and with it the larger portion of the heat liberated. 
A certain quantity of heat passes out into the room from the 
glowing fire, by radiation, but it does not heat the air of the 
room, because the air is almost transparent to heat rays. The 
rays of the sun pass through our atmosphere without heating 
it to anything like the extent to which they heat any object 
against which they impinge, and the same thing holds with 
heat rays from a fire. Rooms, cabins, saloons, etc., however, 
in which either open fire places or closed stoves are used, are 
appreciably heated after the fire has been burning for some 
time, unless they are subjected to cold air drafts, or unless the 
walls of the cabin, etc., are also the unprotected sides of the 
ship, and the heat is thus conducted away; because the heat 
rays emanating from the glowing fuel and striking upon the 
furniture of the room, the bulkheads, etc., heat them up, and 
they in turn heat the air with which they are in contact, con- 
vection currents being set up in the well known manner, and 
the whole room being thoroughly warmed. 

Where closed stoves are employed, and particularly where 
a certain length of iron chimney connected with the stove is 
within the room to be warmed, the heating effect produced is 
considerably greater than with an open fireplace, because of 
the radiation from the stove itself, and from the pipe. 

A somewhat interesting method of heating a cabin, which 
the writer remembers to have seen in his younger days, may 
be worth mentioning. In an old wooden frigate of the British 
Navy, in which he served, the commander had his cabin heated 
in cold climates, as when going around Cape Horn, by an 8- 
inch spherical shot, heated to redness and suspended from the 
deck above by an iron rod, screwed into the plug hole of the 

shot. The ship was armed partly with old 8-inch smooth bore 
_ guns firing spherical shot, and as these always had a plug, it 
was an easy matter for the armorer to screw into it an iron 
rod having a hook at the other end, for suspending from over- 
head. The result was very good. The commander’s cabin 
was a fairly large one, and it was well warmed, but the pro- 


International Marine Engineering 67 


cess of heating was rather troublesome. The shot had to be 
heated in the galley fire. 

For many ships, tramps for instance, sailing ships, and the 
numerous coasting vessels, barges, and so on, the coal stove 
with its chimney passing up through the deck will probably 
long remain the only method of heating, though some of the 
apparatus to be described later would be found very suitable 
for tramps, whalers, sealers, etc., and even for the five-masted 


sailing ships that are still in being. 


THE SYSTEM OF HEATING BY HOT WATER. 


This is the favorite system on shore, but so far it has not 
found much favor on board ship, because of the difficulty 


Splash Plate | Supply Tank 


Balance 
Tank 


Cabin 


Forward 


Heater 


Stoke Hold 


FIG. 3.—HOT-WATER HEATING SYSTEM APPLIED TO A YACHT. 
RADIATORS CONNECTED BETWEEN MAIN RISER AND RETURN; ALSO 
BETWEEN PIPE FROM BALANCE TANK AND THE RETURN. 


mentioned above, introduced by the motion of the ship, strain- 
ing different parts of the apparatus,,and causing currents in 
the water with increased chances of air lock. Heating by hot 
water is a very simple matter. In its simplest form there is a 
boiler specially designed for heating water to a temperature 
of about 180 degrees F., and a system of pipes connected to 
the boiler in such a manner that the water is kept continually 
circulating from the hotter portion of the boiler through the 
pipes, and the radiators, as they are called, back to the boiler. 
An addition, however, is usually made to the system in the 
shape of a storage tank. Fig. 3 gives a diagram of the usual 
arrangement of hot-water heating systems, as applied on 
shore, and as it has been applied in certain cases on board 
ship. The diagram shown is taken from a hot-water system 
fitted on board a steam yacht. 


68 International Marine Engineering 


FEBRUARY, 1908. 


The special boiler employed for heating the water may be 
displaced by steam from the boiler supplying the ship’s en- 
gines, or from a special boiler arranged for the purpose, or 
the exhaust steam from the auxiliary engines may be used. 
Both of these plans are adopted on shore, the heat from the 
steam being delivered to the hot-water service by an appa- 
ratus which goes by the barbarous name of “calorifier,’ one 
form of which is shown in Fig. 4. This will be recognized by 
marine engineers as a feed-water heater. There is the usual 
cylinder, which may be fixed vertically or horizontally, with 
pipes inside in which the water to be heated circulates, steam 
passing all around them in the remaining space inside the 
cylinder. Or the reverse arrangement may rule, the steam 
may pass through pipes inside the cylinder, and the water 
occupy the space surrounding. 

The calorifier has been arranged, in certain cases, with au- 
tomatic steam control. Fig. 4 shows Royle’s automatic steam 
control. A rod of steel is stretched between the top plate of 
the apparatus and the casting forming the bedplate, and is 


FIG. 4.—ROYLE CALORIFIER WITH AUTOMATIC CONTROL. 


provided with a pair of nuts, enabling it to be tightened or 
loosened. A valve controlling the steam supply is fixed about 
the middle of the rod; as shown, the opening of the valve 
being controlled by a spring on the one hand, and the rod on 
the other. The expansion and contraction of the body of the 
apparatus, with the heat delivered to it, opens or closes the 
steam valve, by pushing against the head of the valve, or re- 
leasing it, thus increasing or decreasing the supply of steam. 
Another form of control consists of a bent tube, inclosed in 
a box, operating the steam valve in very much the same 
manner. 

On shore, hot-water heating appliances are often combined 
with hot-water supply. This arrangement is very common in 
private houses, and also in hospitals, infirmaries, etc. When 
this arrangement rules in large establishments, it is usual to 
have a hot-water storage tank, in addition to the calorifier. 
The arrangement is as follows: Steam from the boiler sup- 
plies heat to the calorifier, the condensed steam being carried 
back to the hot well. The water pipes from the calorifier are 
connected to the storage tank, and the water is kept con- 
tinually -irculating through the storage tank, and through the 
calorifie:. The supply of hot water for the establishment is 
taken from the storage tank. When very little water is used, 


the temperature of the water in the storage tank increases, and 
the controlling apparatus of the calorifier reduces the supply 
of steam, or completely shuts it off, until water is used again. 
When water is used, cold water, as will be explained, taking 
its place and the temperature in the storage tank being re- 
duced, the temperature of the calorifier is also reduced and 
the steam is readmitted and so on. 

High and Low-Pressure Hot-Water Heating—There are 
two methods of heating by hot water, known, respectively, as 
high and low pressure. The main difference between the two 
is in the temperature to which the water is raised, and the 
velocity at which it circulates. In the high-pressure hot- 
water system, small pipes, usually of 7-inch bore, carry a 
small quantity of water at a high temperature and a high ve- 
locity, while in the low-pressure system larger pipes, from I 
to 6 inches bore, carry a larger quantity of water at a lower 
temperature and at a lower velocity. There is a further dif- 
ference between the two systems also, in that the high-pressure 
system is hermetically sealed, an air vessel being provided to 
take up the expansion of the water mentioned below. In 
the low-pressure system a balance tank is usually provided, as 
shown in Fig. 3, which performs the double office of taking 
up the expansion of the water and supplying any waste that 
may take place. 


DIFFICULTIES IN CONNECTION WITH HEATING BY WATER. 


There are two principal difficulties to be encountered in 
heating by hot water, the expansion of the water itself, and 
the presence of air in the system. Water expands approxi- 
mately 1/23 of its bulk between its point of greatest density 
(39 degrees F.) and its boiling point at standard barometric 
pressures. The following are the actual figures: 


Temperature of the Water. Relative Volume. 


RO IP, if 

100° F. 1.0075 
200° F. T.038 
2iaweGe 1.043 
300° F. 1.086 
400° F. 1.148 
500° F. 1.223 
600° F. 1.310 


The expansion of the water must be provided for, and in 
the high-pressure system this is done by the expansion pipe, 
mentioned above, fixed at the highest point of the system and 
connected to it. The arrangement is merely a pipe calculated 
to accommodate a certain quantity of air, in proportion to the 
quantity of water in the system, and to the temperature of 
the water. The proportions recommended by Walter Jones, a 
past president of the Institution of Heating and Ventilating 
Engineers of Great Britain, are as follows: 

With water at a temperature of 212 degrees F., the expan- 
sion pipe should have an air space equal to 1/20 of the water 
space in the whole apparatus. At 300 degrees F., the air space 
should be one-eighth of the water space. At 400 degrees, one- 
fifth; at 500 degrees, one-third, and at 600 degrees, one-half. 

The operation of the expansion pipe is really that of a 
buffer. As the water expands it is forced upwards, and the 
air in the expansion pipe is compressed. If the expansion 
pipe and the whole of the system is sufficiently strong to 
withstand the pressure, and if the quantity of air in the ex- 
pansion pipe is sufficient, when the water cools, the air ex- 
pands, and equilibrium is maintained in the system and it 
works safely. The great danger of the high-pressure system 
is the possibility of explosion, owing to the very high pressures 
that are sometimes present. The expansion pipe, it will be 
seen, acts very much as a safety valve, in addition to its 
operation as a buffer. 

With the low-pressure system there is no danger of ex- 
plosion, except in case of frost in any part of the system, a 


FEBRUARY, 1908. 


matter that will be dealt with below; because, as seen in Fig. 
3, the expansion of the water is fully provided for by the 
balance tank. The increased volume of the water produced by 
the increased temperature merely flows into the balance tank 
harmlessly, and when the system cools, the balance tank re- 
supplies the water required to fill the pipes. The balance tank 
or auxiliary tank is usually connected to the water-supply 
service, to that any shortage of water in the system caused by 
leakage or evaporation is made up automatically. The balance 
tank should be fixed above the highest part of the pipe and 
radiator system. 


THE AIR TROUBLE. 


The air trouble is often a very serious one in both high and 
low-pressure hot-water systems, and it is the trouble that is 
likely to arise in connection with hot-water systems on board 
ship, and that is one reason, the writer believes, why hot-water 
heating has not been adopted. As marine engineers know, air 
is always present in water. It is lighter than water, and always 
finds its way to the highest part of the hot-water system, and 
if allowed to do so will come away harmlessly. On the other 
hand, if there are bends, particularly in the forms of inverted 


LL Nent 


Expansion Tank 


| | i =“ 
| 


i 
' 


Overflow 
La 
SX 
ul Hi 5 ey 


Return 7} 


Valve 


ae 
Flow Main ~ Return Main 


Heater _ Overflow. 


» Water Supply 


FIG. 5.—TWO-PIPE SYSTEM, LOW-PRESSURE HOT WATER. 


U's, dips, etc., in the pipe system, air is sometimes trapped, and 
becoming compressed by the expansion and flow of the water, 
sometimes operates against the flow to such an extent as to 
even stop it altogether. 

Engineers are all familiar with the troubles that arise with 
ait when water is being pumped. In particular, the old trouble 
of the air lock in the bend of a siphon is well known; air, if 
allowed to collect in the bend, becoming gradually compressed 
and interrupting the flow of water. Something similar to this 
is of somewhat too frequent occurrence with hot-water systems; 
and it will easily be understood that when a ship is knocking 
about, and when currents are produced in the water circula- 
tion, quite independent of its circulation proper, and when 
possibly air may leak into the system through joints being 
strained, air locks may occttr in certain parts of the system, 
with the result that the circulation of the water is interrupted, 
heating at the radiators ceases and dangerous heating may 
take place at the boiler or calorifier. The air locks are easily 
guarded against by the provision of air valves, which allow 
the air to escape under the conditions that have been named. 
It is usual on shore to place either small air pipes, or air 
valves, at the top of the system, and also at the tops of all 


bends, etc., and at each radiator, so that any air that is trapped { 


may come away harmlessly. 
\ 


THE ARRANGEMENT OF HOT-WATER HEATING SYSTEMS. 


There are, broadly, two methods of arranging hot-water 
heating systems, both on the high-pressure and low-pressure 


International Marine Engineering 69 


working. It is necessary, as will easily be understood, for the 
water that is delivering heat to the rooms to be warmed, in 
order to make a complete circuit. Setting out from the hottest 
part of the boiler or calorifier it ascends through what is 
usually known as the riser or flow pipe, to the highest part of 
the system, and is connected to the balance tank above that, or 
to the expansion pipe, as explained. Another pipe rises from 
the coolest part of the boiler or calorifier to the same level as 
the riser, or a little below it. This is the return pipe, and in 
one method of distribution the heating appliances are connected 
between these two, very much as electric lamps are connected 
between the two supply cables, and as shown in Fig. 5. 

The heated water passes from the boiler through the riser, 
through the different heating appliances, and returns to the 
boiler by the return pipe, becomes again heated in the boiler or 
calorifier, and repeats its journey. Where there are two or 
three floors or decks to be heated from the same apparatus, the 
different heating appliances are connected to the riser or flow 
pipe and to the return pipe of each floor or deck. One heating 
appliance may be connected between the flow and return, or 
two or more, according to the difference in temperature be- 
tween the two, and to the sizes of the heating appliances and 
the quantity of heat required for them. Where a single heat- 


WIVIVIVINVI Ee 
| NF) 


FIG. 6.—CONNECTIONS OF RADIATOR TO A HOT-WATER 
SYSTEM WITH TWO-PIPE DISTRIBUTION. 


ing appliance is connected between the flow and return it 
would correspond with the usual arrangement of incandescent 
electric lamps connected in parallel. Where two or more heat- 
ing appliances are connected between the flow and return, in 
such a manner that the water flows through them consecu- 
tively, the arrangement would correspond to the parallel series 
arrangement of incandescent electric lamps. 

There is a third arrangement, corresponding roughly to the © 
series system adopted in electricity, as with a number of arc 
lamps employed in street lighting, from a Brush arc machine. 
In this system the flow pipe is taken to the highest part of the 
service, say to the highest deck, or a little above, if possible, in 
the funnel casing, and is there connected to the balance tank 
or the expansion pipe in the usual way; but the two connec- 
tions to the heating appliance are made to two portions of the 
return main pipe, as shown, the heating appliance being 
bridged across that portion of the pipe. This corresponds to 
the method known in electrical work as shunting. 

Fig. 7 is a diagram of a number of radiators fed on the one- 
pipe system, the radiators being bridged across a certain 
length of pipe, but, as will be noticed, two radiators are fed 
from one bridge, and in this case the connection to the balance 
tank is separate. Fig. 6 shows the connections between a 
single radiator and the two pipes on this system. Fig. 8 is a 
diagram of a system in which the exhaust from a gas engine 
is used to heat the water, which is carried to a tank above the 
highest radiator, connection being made from the hot-water 
tank to the balance tank above; and the distributing pipes 


70 International Marine Engineering 


FEBRUARY, 1908. 


commencing from the hot-water tank and returning to the 
water-jacket of the engine, and thence to the heating appa- 
ratus, the radiators being bridged singly across short lengths 
of the pipe. Practically, with this method, the heating ap- 
pliance is fed by a shunt current from the return supply main 
of the service. ° 

It will be understood that what is required for the supply 
of any heating appliance is a sufficient difference of tempera- 


Vent ~, 


Air Cock-, 
+ Radiators— | 
Rad. Valve, |, Union Ell 
rah) 2) re NS wey 


i nl i i 


Cock if = 


FIG. 7.—DISTRIBUTION OF LOW-PRESSURE HOT WATER ON THE 


ONE-PIPE SYSTEM. 


ture between the inlet and outlet valves, and a sufficient 
supply of water to keep up a continual flow through it, and of 
such a temperature that the requisite quantity of heat will be 
given off by it. In practical hot-water heating, the difference 
of temperature between the two ends of any radiator is usually 
not more than 10 degrees F., and it is evident that this can 
be obtained either by having a very small difference of tem- 
perature between the main flow pipe and the return flow pipe, 
but with comparatively large pipes, bridging the heating ap- 


Overflow 


Cold Water Supply 


istern 


{2 


Exhaust 


Hot Water 
Tank 


Hi 


Cold Water Feed 
Exhaust 


Heater 


H Toermometer 
4] 


Hot Water 
Draw-off 


Exhaust 
\ 


B\Grnrine 
\ yy Cylinder 


FIG. 8.—DIAGRAM OF A HOT-WATER SYSTEM DRAWING HEAT 
FROM THE EXHAUST OF A GAS ENGINE. (BRITISH INSTI- 
TUTION OF HEATING AND VENTILATING ENGINEERS. ) 


pliance between the two pipes, as explained; or by having a 
larger difference of temperature between the ends of the flow 
pipe and return pipe at the source of heat, with smaller pipes, 
and a smaller quantity of water flowing, but with a larger dif- 
ference of temperature in any given length of pipe. 

To take an instance, supposing that ten radiators are to be 
supplied from a given source of heat, and that each radiator 
requires a difference of temperature between its inlet and out- 
let valves of Io degrees, as explained, and a flow of ten gallons 
of water through it per hour. Evidently this can be supplied 
by a system of large pipes, giving 100 gallons per hour, but 


with a difference of temperature between the main flow and 
return pipes of only 11 or 12 degrees F. at the source, or it 
can be supplied by pipes carrying only 10 gallons per hour, 
but with a difference of temperature between the main flow 
and return pipes, at the source of heat, of I10 to 120 degrees 
F. Practical men on shore incline very much to the latter 
system, because it enables smaller pipes to be employed, and 
they caution engineers to avoid the former system, because the 
water tends to become “short circuited”; that is to say, the 
nearer radiators receive the major portion of the heat. Evi- 
dently the matter is only one of proper arrangement. 

It should be perfectly practicable, by a proper system of 
pipes, to arrange that the difference of temperature between 
the main flow and return at the top of the system shall be 
very nearly the same as that between them at the lower por- 
tions of the system. What is required, of course, is proper 
proportion in the size of the main and return pipes, and proper 
proportion in the pipes connecting them to the radiators. If 
the main flow and return pipes are small, and if again the 
radiators on the lower decks are connected to them by com- 
paratively large pipes, they will undoubtedly short circuit the 
system. 

(To be Continued.) 


HRS PP ORIE RSET EOLA 


THE FORWARD TURRETS OF THE ARMORED CRUISER VICTOR HUGO. 


Trials of Armored Cruiser Victor Hugo. 
This cruiser, which recently paid a visit to New York har- 
bor, underwent her official trials early in the summer. She is 
a sister of the Léon Gambetta, illustrated and described at 


“some length in our issue for April, 1906, the Jules Ferry, the 


trial trip of which was noted in our September, 1906, number, 
and the Jules Michelet. Each of these vessels has a length 
between perpendiculars of 486 feet 9 inches, an extreme beam 
of 70 feet 3 inches, a mean draft of 26 feet 7 inches, and a 


FEBRUARY, 1908. 


International Marine Engineering 71 


THE FRENCH ARMORED CRUISER VICTOR HUGO, 


displacement of 12,606 tons. The draft fully loaded is 27 feet 11 
inches, under which condition the bunkers contain 2,200 tons 
of coal and liquid fuel. The normal coal supply is 1,400 tons. 

The battery consists of four 7.6-inch guns, mounted in pairs 
in turrets forward and aft; twelve 6.4-inch guns, likewise in 
pairs in turrets, and four more of this size in casemates. In 
addition, there are twenty-two 3-pounders and two 18-inch 
torpedo tubes. The turret armor for the heavier guns has a 
maximum thickness of 8 inches, and 5% inches for the 6.4-inch 
guns. The casemates have armor 4.72 inches, with top and 
bottom plates I and 1.2 inches, respectively. 

There are twenty-eight Belleville boilers, discharging. their 
products of combustion into four funnels 69. feet high. The 
boilers are distributed in eight boiler rooms, and contain a 


total of 1,660 square feet of grate and 55,830 square feet of 
heating surface, the ratio being 33.6 to 1. The three screws are 
actuated each by a four-cylinder triple-expansion engine with 
pistons 39, 50, 65 and 65 inches in diameter, and a stroke of 37 
inches, the revolutions being 125 per minute. 

The full speed three-hour trial with all boilers at work gave 
28,426 horsepower and 22.55 knots as an average, the maximum 
being, 29,048 horsepower and 23.12 knots. This compares with 
27,500 horsepower and 22 knots in the contract, and with 29,008 
horsepower and 23.06 knots in the trial trip of the Léon Gam- 
betta. 

The 24-hour coal consumption trial at 16,000 horsepower 
called for a consumption per horsepower-hour of not more 
than 1.875 pounds of coal. The actual consumption with 16,911 


; 


horsepower and a speed of 19 knots was only 1.45 pounds. 
This compares with 1.68 pounds in the Gambetta at a speed 
of 20.37 knots. 

The tow-power consumption trial of 6 hours with four 
boilers only at work showed 2,500 horsepower with a speed of 
10.3 knots. The consumption here per horsepower-hour was 
1.435-pounds, as compared with 1.875 permitted under contract. 

J. PELrier. 


SOME EXPERIMENTS ON THE EFFECT OF LONGI- 
TUDINAL DISTRIBUTION OF DISPLACE= 
MENT UPON RESISTANCE.* 


BY PROFESSOR HERBERT C. SADLER. 


During the past year a partial investigation on the subject 
of this paper has been conducted in the experimental tank of 
the University of Michigan; and although the results hereby 
submitted apply only to one type of vessel of a given ratio of 
beam to length, they may prove of interest and value. Further 
experiments are being conducted upon models of finer and 
fuller types, the results of which will be submitted at a later 
date. All the models were run at three different drafts and on 
an even keel. The three drafts represent about the limits at 
which the particular form would be run in general service, i. ¢., 
from the ballast to the loaded condition. 


TABLE OF PARTICULARS. 


72 International Marine Engineering 


it, B iL COEFFICIENTS. 
B D D 
Block. Prism. Midship. 
| 
8 | 3.0 | 24. . 697 734 .949 
8 2)..55 ie20e STs. ° | 747 956 
8 | 2.143 17.143 733 | 760 964 


The object of the investigation was to determine the effect 
of distribution of displacement only. With this end in view, 
the length, breadth, drafts, coefficients of form and hence dis- 
placement, were kept constant throughout the series. A set 
of lines representing one of the existing transatlantic inter- 
mediate type was taken as a basis or mean form, and the 
longitudinal distribution of displacement varied as shown in 
Fig. 1. In general the two extreme forms represent: First, 
a vessel with 40 percent parallel middle body, and hence rather 
fine ends; and, second, a vessel with no middle body and rather 
fuller ends, the midship section being the same for all types. 
The form with the fine bow and stern is marked 1, or rather 
IB, 1S, and the full bow and stern 3, or 3B, 3S, the middle 
form being marked 2. 

The curves of sectional areas are plotted as percentage curves 
in all cases with the area of*the midship section as 100, The 
body plans of the two extreme types are shown in Fig. 2. It 
may be remarked that none of the forms is particularly ex- 
treme or beyond the pale of practicability. 

In order to eliminate as far as possible any variation in 
general shape of section at the ends, the ordinates of each 
section were proportioned from the type vessel. For example, 
the area of section 2 for form 3 from the curve of sectional 
areas is approximately I.10 times that of the same section for 
form 2. The ordinates of section 2, form 2, were therefore 
increased by this amount, and similarly for the other sections. 

In all, five different models were made as follows: 1 bow, 1 
stern (1B, 1S); 1 bow, 3 stern (1B, 3S) ; 2 bow, 2 stern (2B, 
2S); 3 bow. 1 stern (3B, 1S), 3 bow, 3 stern (3B, 3S). The 
combination of fine and full ends gives some idea of the rela- 
tive importance of the bow and stern in each case. 


All models were run at speeds ranging from a speed-length 


ratio //V L,of about 0.2 up to 08, and in the case of the lighter 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, Nov. 21, 1907. 


- 


FEBRUARY, 1908. 


draft, 0.9 or over; it may be remarked, however, that vessels 
of this particular form would hardly be run at a higher speed- 
length ratio than 0.75 in actual practice, and certainly not lower 
than 0.60. The results of the experiments for the medium 
draft are shown in Fig. 3. The surface friction has: been 
deducted and the curves represent the residuary resistance only, 
or rather the ratio of residuary resistance to displacement, in 
pounds per ton (2240 pounds). They are plotted on a speed- 
V 


length ratio base, 1. e., the abscisse represents where 


W IL 
is the speed in knots and L is the length in feet. The results 
are therefore independent of absolute dimensions. 

An examination of the above curves develops some rather 
interesting features. In the first place, the general character of 
the curve of wave-making resistance is the same for each 
particular model at the different drafts. In general the model 
with the long middle body and fine ends has a more “wavy” 
character than that where the ends are fuller with a gradual 
increase to the midship section. The resistance curve for the 
model with the fine bow and full stern has somewhat the char- 
acter of the two extremes, with the result that the curve 
becomes somewhat flatter than that for the two fine ends. 

Froude has shown from experiments upon the effect of in- 
creasing the length of parallel middle body, but keeping the 
ends constant, that these points of maximum and minimum 
resistance correspond to the cases where the hollow or crest 
of the transverse wave system occurs at about the middle of 
the after body. The same appears to be true in the case of the 
vessel with the fine ends and long middle body, and the reason 
that the transverse system is more pronounced in this case, as 
compared with the model with full ends, seems to be that the 
somewhat abrupt change of curvature at the point where the 
middle body stops, causes an additional wave crest at this 
point. The same is true, though to a less extent, at the after 
end of the middle body, so that on the whole, instead of the 
bow system of transverse waves dying away gradually from 
the bow, there are two points situated at about 30 percent of 
the length from each end, where it receives, as it were, a fresh 
impetus. If, however, the after body from the midship section 
be replaced by the gradual form with the fuller end (1B 3S) 
the transverse system becomes much flatter in the after body, 
and hence, until high speeds are reached the height of the 
wave crest or hollow, occurring at the middle of the after body, 
is too small to have any appreciable effect. The above will 
explain the somewhat high resistance which the form with the 
fine ends experiences at the low speed-length ratios, as com- 
pared with that where the ends are fuller; and also may help to 
explain the fact that the form with the fine bow and fuller 
stern (1B 3S) is easier to drive than that where both ends are 
fine (1B 1S). 

In comparing the two forms of bow, the influence of the fine 
lines forward as compared with the more rounded and fuller 
ones is most marked. The sharp angle of the forward water- 
lines reduces the wave making considerably, the fuller form 
tending to pile up a much more pronounced system at the bow. 
Taking the two extreme cases, 7. e., the best and the worst 
form, 1B 3S and 3B 3S, the comparative wave-making re- 
sistance at about the practical speeds for the particular type of 
vessel are as follows: 


COMPARATIVE WAVE-MAKING RESISTANCE. 


V 
RYaEr Light Draft. Medium Draft. Deep Draft. 
VL 

0.6 1.0: 1.448 1.0: 1.24 1.0: 1.457 
0.65 1.0: 1.715 1.0): 1:57, 1.0: 1.545 
0.7 1.0): 2.150 1.0: 1.945 Og Wack 

0.75 1.0: 2.130. 1.0: 1.925 1.0: 1.68 


FEBRUARY, 1908. | International Marine Engineering 73 
i 
| ni 
. 14 
| i 
Decp. 7” ia 
ht 
a 
Mean, 6.” ! 
Ht 
ub 
| 
1 oy 
Light. 5.’ i} 
1 1 
1 1 
1 
| 
i {| 
i Lf 
Lt | 
i) \ sil f= 
Ny | 
\\ 1 
\ | 
/ 
/ 
a SW) 
a ‘SS 
os 
BODY PLANS OF FORMS I AND III, ILLUSTRATING LONGITUDINAL DISTRIBUTION OF DISPLACEMENT. 
a COMPARATIVE TOTAL RESISTANCES. 
a == == —= —— ee = 
4 V 
= sore Light Draft. Medium Draft. | Deep Draft. 
a VL 
g 
a bi 
2 0.6 1.0: 1.075 1.0: 1.053 1.0: 1.055 
- 0.65 1.0: 1.16 1.0: 1.14 | 1.0: 1.13 
a 0.7 1.0: 1.26 1.0: 1.222 | 1.0: 1.20 
eI 0.75 1.0: 1.305 1.0: 1.262 1.0: 1.20 
a 
a Ws ab 


From the above table it will be seen that between the best 
and worst form there is a difference in waye-making resistance 
of nearly 100 percent at about the normal speed for the type of. 
vessel, and a difference in total resistance of from 20 to 30 
percent. 

At the low speed-length ratios, the more gradual forms seem 
to give the best results, with the result that the mean form 
(No. 2) shows the smallest resistance up to a speed-length 
ratio of about 0.5. This is doubtless due to the easing away 


SECTIONAL AREAS AT FULL DRAFT OF 


£IG, 1. 


y Ton 


1 


- Pounds pe 


RESISTANCE CURVES OF FIVE MODELS AT THE MEDIUM DRAFT. 


74, International Marine Engineering 


; 


FEBRUARY, 1908. 


of the somewhat abrupt shoulder that occurs on the No. 1 
forms. When, however, the higher speeds are reached, the 
influence of the finer bow becomes at once manifest. It should 
be borne in mind, however, that if a vessel were to be driven 
at a maximum speed-length ratio of from 0.6 to 0.65, the form 
adopted would be considerably fuller as a rule than that of the 
present series. 

It is interesting to note that no matter what distribution of 
form is used in this particular type, when a speed-length ratio 
of anything over 0.7 is desired the resistance is increasing very 
rapidly. In fact, the limit of economical speed for this type 
seems to be about 0.725. 

The forms with the full bows have a much more pro- 
nounced bow wave, the crest appearing practically at the bow. 
The system, however, has largely dissipated before reaching 
the stern, and there is no very pronounced wave in the after 
body, no matter what form of stern is used. 

Although it is not safe to draw general conclusions, the 
results of the above experiments for this particular form may 
be summarized briefly as follows: With a given set of dimen- 
sions, length, breadth, draft and ‘with a given displacement, 
it is advantageous, so far as the forebody is concerned, to use 
a comparatively long middle body and fine bow. In the after 
body, however, better results seem to be obtained by adopting 
a form with a more gradual diminution of area from the mid- 
ship section aft. The action of the propeller should not be lost 
sight of in the design of the after body, but in the series under 
discussion it will be noticed that the form of the after body and 
shape of the waterlines give a fairly easy form, even in the case 
of the fullest shape. 


J Z 
c os 
Gy 
ae 
| WAS \ 23 
sc| B (QlEE OO Z 


STEERING GEAR OF THE PRINZESS ALICE. 


same connecting by two pipes with another cylinder in the 
steering engine room, where it operates the controlling valve 
of whichever engine may be running. 

The operation is differential and reciprocal, 1. e., the move- 
ment of the rudder is automatically proportional to the move- 
ment of the wheel, and if the rudder be moved from the steer- 
ing engine room, or some other part of the ship, or by the sea, 
the wheel will move also. In other words, the quartermaster 
“feels” his rudder and its movements very much as if the ship 
were a small yacht; which, as any seaman knows, is of greatest 
assistance in rough weather or in holding a close course in a 
heavy swell. 

A less important and more common detail is the placing of 
all this gear rather forward on a false tiller C, where the ship 
is more roomy and stiffer, the false tiller being connected with 
the tiller A by two parallel heavy links B in a well-known 
mannet. “i 


THE GERMAN BATTLESHIP POMMERN ON TRIAL TRIP, AUGUST 24, 1907. 


Steering Gear of the Prinzess Alice. 

This gear is of peculiar interest because of its novel design 
and excellent features. Its two main features are independent 
spare power and a practically certain control from the bridge 
that absorbs very little power. 

On the tiller is a twin steam engine E, which operates 
through a train of gears on a stationary rack D, thus swinging 
the tiller in either direction. Also on the tiller is a moving 
rack J, by which a separate or spare engine G operates the 
tiller through the shaft H and the spur wheel F. This gives 
a very compact and reliable arrangement; but the usual ob- 
jection of a steering gear placed aft applies, 7. ¢., the control 
from the bridge, if electric is not perfectly reliable, if 
mechanical, is laborious and slow. 
-the bridge operates a piston in a cylinder full of glycerine, 


In this case, the wheel on 


It is impressive to marine men to note the ease with which 
this gear works, the silence, even when traveling hard over, 
and the absence of groaning ropes, etc. Instead of the usual 
stops, which break up gear and steering engines when putting 
her hard over, the engine merely runs off the rack, and the 
rudder strikes a bumper. The engine is provided with a 
governor, set to prevent excess speed. These, it is believed, 
form some unique features in steering machinery. 

The ship, which belongs to the North German Lloyd Com- 
pany, measures 523 feet 5 inches in length by 60 feet 1 inch 
beam and 34 feet 7 inches depth. Her net tonnage is 6,721 and 
gross ‘tonnage 10,911. She was built by the Aktien Gesell- 
schaft Vulkan, at Stettin, in 1900. Propulsion is by twin 
screws, operated by quadruple expansion engines with cylin- 
ders 27%, 40, 57% and 82 inches, and a stroke of 55 inches. 


FEBRUARY, 1908. 


International Marine Engineering 75 


The Trials of the German Battleship Pommern. 


This ship, which was launched in December, 1905, is one of 
the Deutschland type, with a displacement of 13,000 tons, and 
designed for a speed of 18 knots, with 16,000 horsepower ap- 
plied to three screws. The length between perpendiculars is 
308 feet 6 inches, with a beam of 72 feet 10 inches, and a draft 
of 25 feet. Provision is made for the carrying of 700 tons of 
coal at a normal displacement, which may be increased to 
1,600 tons with bunkers full, besides which 200 tons of oil 
may be carried. 

The military features include a battery of four 4o-caliber 
II-inch guns mounted in pairs in turrets on the center line, 
forward and aft; fourteen 4o-caliber 6.7-inch rapid firing guns; 
twenty-two 3.4-inch guns; fourteen I-pounders; four machine 
guns, and six submerged torpedo tubes. The armor belt has a 
maximum thickness at the waterline of 9.45 inches, decreased 
to 3.94 inches at bow and stern. The heavy guns are protected 
by 11 inches of armor, and the lighter primary guns by armor 
from 5.9 to 7.87 inches in thickness. 

In a 6-hour forced draft trial Sept. 13 a speed of about 
nineteen knots was obtained, the horsepower being 18,607, 
with 118 revolutions per minute, an air pressure of 0.9 inch, 
and a coal consumption per indicated horsepower per hour of 
1.61 pounds. The next day a maximum speed of 19.26 knots 
was reached at 122.8 revolutions per minute, and 20,348 horse- 
power (Admirality coefficient 194). On Sept. 17 a 24-hour 
trial was run, in which the center screw was allowed to run 
idle, propulsion being by means of the two side screws. With 
3,464 horsepower, the speed was 10.88 knots (Admirality co- 
efficient 205.5), while the coal consumption was 1.59 pounds 
per horsepower-hour. 

Our photographs are snapshots taken by a Glasgow reader, 
on the occasion of a preliminary trial, Aug. 24, 1907. 


where in the neighborhood of 30,000, giving an estimated sea 
speed of 20 knots. It is reported that a swimming tank, 25 
by 75 feet, and a tennis court are to be provided. 

The principal dimensions of this ship show a length over 
all of 804 feet, a length between perpendiculars of 758 feet, a 
beam of 88 feet, and a depth to the upper deck of 63 feet 9 
inches. It will be noted that the length over all exceeds that 
of the Lusitania and Mauretania by about 15 feet; the length 
between perpendiculars is 2 feet short of the Cunarders; the 
beam is the same, and the depth is more than 3 feet greater. 
The ship has thirteen watertight bulkheads and five complete 
decks in the hull, running from bow to stern. 

Some of the principal scantling members have been given 
as follows by Schiffbau: 

Flat keel, 1 inches; garboard strake, 1 1/16 inches; bot- 
tom strakes, 15/16 inch; bilge strakes, 1 inch, 1 inch and 1 1/16 
inches; side plates, 15/16 inch; sheer strake, I inch; center 


‘line vertical keel, 15/16 inch; double bottom horizontal center 


plate, 11/16 inch; double bottom side plates, 9/16 inch; upper 
deck stringer plate, 15/16 inch; inner stringer plate, 34 inch; 
middle deck stringer plate, 34 inch; other stringer plates, 9/16 
inch; deck plating on the upper deck, 9/16 inch; on the middle 
deck, 7/16 inch ; on the other decks, 3g inch. The depth of the 
double bottom is given as 5 feet 4 inches, and the frame 
spacing as 36 inches. The frames are channels measuring 
10 by 4 by 4 by 21/32 inches. The deck beams on the upper 
deck are channels 8 by 4 by 4 by % inches. The deck beams 
on the middle, lower, and orlop decks are channels I0 by 3% 
by 3% by % inches. Hold beams measure 10 by 4 by 4 by 
Y% inches. 


Obituary. 
Harrison Loring, one of the pioneer iron steamship builders 


BROADSIDE VIEW OF THE POMMERN RUNNING AT FULL SPEED. 


A Mammoth New Atlantic Liner. 
There is under construction in the Belfast yard of Harland 


& Wolff an immense passenger steamer for the Hamburg- _ 


American Line which has many points of interest entirely 
aside from its size. A principal feature is the fact that this 
ship is to be fitted with a combination of reciprocating and 
turbine machinery, there being provided three screws, of which 
_ the two outer ones are actuated each by a quadruple expansion 
steam engine, while the center shaft is turned by a low-pressure 
steam turbine, the steam for which is given by the exhaust 
from the piston engines. The total horsepower will be some- 


of the United States, died at South Boston, Mass., Dec. 26, 
at the age of 85. He opened a machine and boiler shop in 
South Boston in 1847, and in 1857 began the building of iron 
steamships. Among those which he constructed for the United 
States Navy were the old monitor Canonicus and the small 
cruiser Marblehead. 

Commander Harry H. Hosley, U. S. N., died in the New 
York Yacht Club on Jan. 6. His successful pilotage of the 
floating drydock Dewey from Sparrows Point, Md., to Olon- 
gapo, Philippine Islands, was watched with intense interest all 
over the world. 


76 International Marine Engineering 


THE TRANSPORTATION OF REFRIGERATED MEAT 
TO PANAMA.* 


BY ROLAND ALLWORK, 


This paper is intended to give a description of what has been 
done in the way of transportation of refrigerated meats to 
Panama, for the use of the thousands of men and their families 
who are located on the Isthmus, to build the greatest of all 
artificial waterways, known as “The Panama Canal.’ It is 
generally known that in tropical climates beef will not keep 
more than a day or so; it therefore has to be eaten the same 
day that it is killed. There is therefore a very urgent need for 
cold storage facilities on the Isthmus. Plans and specifications 
were made for a reinforced concrete building with 50,000 cubic 
feet of refrigerated storage. 

The next step was to equip the steamers of the Panama 
Railroad Steamship Line with cold storage. We had at that 
time five steamers in service on this line: The Advance and 
Finance, of 2,600 tons; the Allianca, 3,000 tons, and the Colon 
and Panama (formerly the Mexico and Havana, of the Ward 
Line), 5,600 tons. The Mexico was the only steamer that was 
equipped with mechanical refrigeration. 

On the latter steamship the cold storage for cargo was 
located on the orlop deck, aft of the engine room. The system 
of refrigeration was the ammonia compression system. The 
compressor, condenser, brine tank and brine pump were located 
in a small room marked “Machinery,” leading out of the main 
engine room. The plant is what is rated as a 3-ton plant. It 
consisted of a duplex compressor 4 by 9 inches, operated by a 


single engine, 7-inch diameter cylinder, 7-inch stroke, an in- . 


closed condenser and inclosed brink tank. 

In commercial refrigerating or ice machines there are four 
principal refrigerants used—ammonia, carbonic gas, sulphur- 
ous acid and air. I will not go into the relative merits of these 
refrigerants, but ammonia was chosen because it is most gen- 
erally used by packing houses, and we did not wish to deviate 
from the well-trodden path. Of the several ammonia systems 
in use, the ammonia compression system with cold brine circu- 
lation is the best suited for ship refrigeration, and this system 
was therefore installed on our boats. 

This system consists of the following parts: Ammonia com- 
pressor; ammonia condenser; ammonia receiver; brine cooling 
tank; brine circulating pump; brine cooling coils in cold 
storage rooms. The process of refrigeration is as follows: 

The liquid anhydrous ammonia is allowed to expand from 
the ammonia receiver into-the coils of the brine cooling tank. 
In expanding from a liquid into a gaseous state in these coils, 
the ammonia cools the brine surrounding the coils to a low 
temperature. From the coils in the brine cooling tank the 
ammonia gas is drawn into the compressor, where it is com- 
pressed and forced through the ammonia condenser, in which 
the hot, dense gas from the compressor is cooled off to the 
temperature of the cooling water and returned again to the 
receiver in its liquid state, ready to be again expanded into the 
brine cooling coils, thus repeating its circulation over and over 
again. The cooling water in the condenser takes away from 
the ammonia the heat which it has acquired during compres- 
sion, and also absorbs the heat transferred to the ammonia 
while producing refrigeration in the brine cooling coils. 

The brine part of the plant operates as follows: 

The body of brine contained in the brine tank is cooled by 
the ammonia coils in the tank. This cold brine is taken from 
the bottom of the brine tank, and by means of a pump is cir- 
culated through the cooling coils in the cold storage room, and 
then again discharged into the top of the brine tank. The tem- 
perature of the brine leaving the coils will be several degrees 
higher than the initial temperature of the brine, but in the brine 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, Nov. 22, 1907. 


FEBRUARY, 1908. 


cooling tank the brine is again lowered to its initial tem- 
perature. Salt or chloride of calcium can be used for the brine, 
but the latter is preferable on account of its lower freezing 
point, and its non-corrosive action on the pipes. 

In place of the brine cooling tank and the submerged con- 
denser used on the steamers Colon (Mexico) and Panama 
(Havana), we have installed on the steamers Advance and 
Finance a double-pipe brine cooler and double-pipe condenser, 
which possess some advantages over the former. In the brine 
cooler plants, the brine is pumped through the cooler, where 
it is cooled by the ammonia, and from there it passes through 
the cooling coils in the cold storage room, and is then dis- 
charged into a brine return tank. From the brine return tank 
the pump. takes the brine and again passes it through the brine 
cooler and coils, repeating the above operations over and over 
again. 

The brine coolers used on the Advance and Finance are of 
the double-pipe, or pipe-within-a-pipe type, each consisting of 
one coil of 3-inch and 2-inch ammonia pipe, 6 pipes high and 
18 feet long. Each cooler contains in all 108 lineal feet of 
2-inch pipe = 67 square feet of cooling surface. The re- 
frigerating capacity of each cooler is 8 tons. The 2-inch pipe 
is placed within the 3-inch pipe, the ammonia expanding in the 
annular space between the two pipes, and the brine circulating 
through the inner 2-inch pipe. This type of brine cooler is 
very effective, takes up comparatively little room, is easily re- 
paired and is always accessible for inspection. 

Another type of brine cooler much used is the shell cooler, 
consisting of a strong wrought iron or cast iron shell, with a 
number of spiral coils placed inside the shell. The ends of the 
coils pass through the top and bottom heads of the shell, and 
are connected to headers. The ammonia is expanded into the 
lower part of the shell, and the compressor takes the am- 
monia gas from the top of the shell; the brine enters the spiral 
coils at the top and passes out at the bottom. This type of 

.cooler has some points of advantage over the double-pipe type. 

The ammonia gas in the shell completely envelops the brine 
coils and remains a long time in contact with them, and as the 
shell area is very. large compared with the small annular 
ammonia space in the double-pipe cooler, the gas meets with 
much less frictional resistance. The shell cooler also takes up 
less floor space than the double-pipe cooler, but it requires more 
head room, is less accessible for repairs and inspection, and the 
first cost is greater. 

A brine system equipped with an outfit of the above- 
mentioned brine coolers, while practically having all the ad- 
vantages of the direct expansion system, has none of the dis- 
advantages of the latter system. It will produce refrigerating 
results almost as quickly as the direct expansion; it is more 
safe, as all the ammonia parts are confined in one place, and 
no ammonia is circulated in the cold storage rooms. It is more 
simple to operate and to control, and a more even temperature 
can be maintained in the rooms. In case of stoppage of the 
compressor, there is always. a supply of cold brine on hand 
in the brine cooling tank, or brine return tank, to run the plant 
for some time. This is not possible with a direct expansion 
plant, and the refrigeration ceases immediately when the ma- 
chine stops. 

The brine return tanks on the Advance and Finance have a 
sufficient storage capacity to maintain a temperature in the 
rooms, with a very little loss, for about four or five hours, 
should the machine have to be stopped for any reason. The 
condensers on these ships are also of the double-pipe type, 
of precisely the same construction as the cooler before de- 


_ scribed. Each condenser consists of one coil of 2-inch and — 


14-inch pipe, six pipes high by 19 feet long. The total number 
of lineal feet of 1%4-inch pipe in the condenser is 114 feet = 50 
square feet of cooling surface. Condensers, each 7% tons 
refrigerating capacity. 


Hi 


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Eng 


FEBRUARY, 1908. 


International Marine 


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388, Pilot House. 


1. 


at Steerage. 


6, Boiler Room. 


13, Steam Winches. 
23, Baggage. 


Coal Bunker. 
37, Steering Engine. 


5, 
12, Steam Capstan. 
80, 31, First-Class Lavatory and Bat 


86, Steerage Companion. 


44, State Room. 


First-Class Galley. 


22, 


4, Fresh Water ‘:anks. 
21, Stores. 
29, Linen. 


Stewardess. 
35, Lavatory. 


43, Smoking Room. 


11, Steam Windlass. 


Ice House. 
28, 


3, Cargo Space. 
10, Donkey Boiler. 
20, 


19, Hatch. 
27, Specie Room. 


2, Chain Locker. 
9, Dynamo Room. 
Second-Class Quarters. 


18, Crew Space. 


First-Class Dining Saloon. 
Class Dining Saloon. 


34; 


26, Pantry. 


33, Pantry. 
41, Social Hall. 


Officers. 


17, Stores. 
40, 


8, Shaft Alley. 


1, Trimming Tank (Magazine). 
Ventilators. 


Room. 


39, Captain. 


78 International Marine Engineering 


FEBRUARY, 1908 


The ammonia gas passes through the annular space between 
the 2-inch and 14-inch pipe, and the circulating sea water is 
passed through the 14-inch inner pipe in the opposite direction 
to the ammonia, thus producing a counter-current effect, which 
cools the ammonia gas in the most effectual manner, keeps it 
in intimate contact with the cooling surface, and discharges the 
cooling water within a few degrees of the temperature of the 
gas. This type of condenser will therefore use less water, and 
requires considerably less cooling surface, than any other type 
of condenser. 

The only objection to this type of condenser is that sea water 
in time fouls the pipes, and we find it somewhat troublesome 
to clean these pipes, but I understand that in later types of 
double-pipe condenser this objection has been overcome, and 
the water pipes can now be easily and quickly cleaned without 
disturbing any ammonia joint. 

One of the drawings shows the construction of the double- 
pipe condenser. The brine cooler is constructed in the same 
manner, but uses larger pipes. I also show in one of the 
drawings attached with this paper a plan of an inclosed sub- 
merged condenser used on the Mexico and Havana, which ex- 
plains itself. The condenser of the refrigerating plant of the 
Mexico was larger on account of its being a larger plant, but 
this shows the type used, and this also applies to the cooling 
tanks, which are constructed in the same way, but which are 
larger. The condenser consists of a cylindrical shell of steel 
plate, 4 feet 2 inches diameter and 4 feet 8 inches high, with 
two coils of 114-inch diameter extra heavy pipe, the total lineal 
feet of coil being 450. The ammonia is pumped through the 
coils, and the water circulates in the tank on the outside of 
the coils. 

The brine cooling tank was constructed in the same way, 
except that it was larger and had three coils instead of two— 
dimensions being 5 feet diameter, 5 feet 8 inches high, 900 
lineal feet of 134-inch pipe coils. In this tank, the ammonia 
expands through the coils, cooling the brine in the tank sur- 
rounding the coils. There was one cold storage room, with the 
brine coils on the walls and ceiling. 

The first plant was used by the Ward Line to carry meat 
to Cuba, and had from the information received given every 
satisfaction. For the purpose of the Panama service it had 
also some defects, the principal ones of which were the loca- 
tion of the cold storage room, which was, as before stated, 
away down in the hold, and the fact that the room was not 
sub-divided, thereby requiring the carrying of only one tem- 
perature for all commodities. 

The Havana was at this time undergoing repairs in New 
York, and instructions‘ were given to equip her with mechanical 
refrigeration of the same capacity as the Mexico. The most 
convenient location for-the cold storage on this ship (which 
is a sister ship to the Mexico), was found to be on the main 
deck aft of No..2 hatch; there was just room enough to erect 
two cold storage rooms, with an aggregate capacity of 3,000 
cubic feet (the same capacity as the one room in the Me-xico), 
and orders were given to proceed with the work on this basis. 
The advantages of this location were found to be twofold. 

In the first place, it enabled the delivery of meats and vege- 
tables immediately upon the ship’s arrival in port, without 
waiting for the cargo out of the hold to be discharged first, 
and in the second place it easily enabled us to pipe the ship 
meat boxes, which were located directly aft of these rooms, 
and which were formerly cooled with ice. The ship’s boxes 
were originally designed only large enough for the run from 
New York to Havana, and were not of sufficient capacity for a 
run from New York to Colon, approximately twice the dis- 
tance. By using brine pipes instead of ice it increased the 
capacity of the ship’s boxes. The brine pipes used were 2-inch 
galvanized pipes, and the ratio of cubic feet of refrigerated 
space to lineal feet of 2-inch pipe was 2.6 to I or 4.4 cubic feet 


of refrigerated space to one square foot of cooling surface. 

The machinery was an exact duplicate of that in the Mexico, 
but instead of being located in the engine room, as in the 
Mexico, it was located on the port side, aft of the refrigerated 
rooms. The advantage of this location was found to be so 
apparent that new cold storage rooms were afterwards built - 
on the Mexico, similar to those on the Havana. A 5-ton plant 
was, however, put on the Wexico instead of a 3-ton plant, as it 
was found that the 3-ton plant was operated nearly to its limit. 
The machinery was of the same type. 

The insulation of the cold storage rooms consisted of 
matched spruce boarding, with the inner space packed with 
spruce shavings. Spruce was used, as it gives no odor; and the 
shavings do not “pack” or shake down like sawdust, as their 
elasticity keeps them in place. The shavings were short, and 
were made by an ordinary rotary planer, and I consider it, 
when cost is taken into consideration, the most efficient in- 
sulation that can be adopted. There is one disadvantage, how- 
ever. It requires a thicker wall (over twice the thickness) than 
cork insulation of the same efficiency, and great care must be 
taken to prevent moisture getting into the insulation, as this 
will quickly destroy its insulating qualities. It is, however, 
more economical in the first cost than cork blocks. 

The cargo refrigerating rooms consisted of two rooms, each 
of the same dimensions and similarly piped with 2-inch galvan- 
ized iron brine coils. The brine pipes were in two groups in 
each box, that is, with a separate supply and return for each; 
one group was on the ceiling and the other on the walls. The 
rooms were piped the same so that, should occasion require 
it, either or both boxes could be used for the meat. The meat 
rails are 11 inches center to center, and are of 1-inch galvan- 
ized pipe. They are supported by long screwed hooks, screwed 
into 6 by 4-inch yellow pine timbers, which are bolted to the 
deck beams. The meat is carried on galvanized hooks, hung 
on the meat rails. The brine pipes are supported by galvan- 
ized iron clips on the ceiling, and by pipe brackets on the 
walls. : 

The floor is covered with 8 pounds per square foot of sheet 
lead, the planking forming the floor being doubled in the center 
in order to form a depression or gutterway 10 inches wide all 
around the edge, the gutter draining out through a pipe at the 
side of the house, which drain was plugged outside when the 
water had been drained off. 

In the fruit and vegetable room it was found that some of 
the fruit and vegetables during one voyage showed signs of 
getting bad. This was due to moisture, and was remedied by 
putting two 12-inch electric fans in galvanized chutes or 
casings, so as to deliver a current of air around the brine coils, 
and between the walls and apron, the purpose being to con- 
dense the moisture in the air over the coils, and carry it away 
in the gutter. After this means was adopted there was no 
trouble with bad fruit or vegetables. But I have come to the 
conclusion that if the fruit and vegetables are received in a not — 
over-ripe condition, and if the door of the refrigerated room is 
not opened too often on the voyage, there would be no need 
of a fan, as they have been so carried without injury on the 
Advance and Finance. 

The need for good wholesome meat on the Isthmus was so 
urgent that it was necessary to carry it on the next incoming 
ship, The necessary machinery and material was purchased, 
and in five days after the ship’s arrival one of the rooms was 
built and piped, and the meat stowed. Although so short a 
time was taken, the only part of the work that was omitted 
was the galvanized iron lining, which was put in upon the ship’s 
return to port. The brine pipes in this room, of course, had to 
come down to do this. , 

Instead of 3,000 cubic feet capacity (as on the Mexico and 
Havana) it was decided to put in much larger capacity on the 
Advance and Finance. The capacity on these ships was made 


79 


Engineering 


International Marine 


FEBRUARY, 1908. 


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OF THE COLD STORAGE PLANT ON THE COLON AND PANAMA. 


PLAN 


The brine pipes were in three groups in the meat boxes, and 


80 International Marine Engineering 


FEBRUARY, 1908. 


in order to simplify construction, cork was then decided on for 
walls, ceiling and floor. The ship’s side was wire-brushed 
clean, and two coats of white lead and zinc were put on and 
cork dust thrown on it while it was wet. A layer of granulated 
cork was then put in the spaces between the frames. In these 
chambers the floor was covered with lead similar to that in 
the Mexico and Havana, with a gutter all around, but this 
deck being below the waterline, the drains were carried into the 
bilges. 

In considering the most important points in the construction 
of the rooms, I would say that it is important to get the joiner 
work carefully done, also the cork sheets (which are 2 inches 
thick), cut square and properly butted; in fact everything to 
prevent the circulation of air or the admission of moisture. 
The galvanized iron lining should be 24 gage, lock seamed; 
in these cases it was also soldered, but I do not think that this 
added to its efficiency. 

The pipe hangers should be wrought or malleable iron gal- 
vanized, but I do not know that it is necessary to use galvan- 
ized pipe for brine coils, as the life of the pipe is limited to the 
life of the threads, and the threads in galvanized pipe do not 
last longer than the threads in black pipe. I would, however, 
recommend that, if black pipe is used, it be cleaned and given a 
thin coat of graphite to protect it. The meat rails should be 
galvanized whether pipe or bars are used. i 


1% ‘Water Outlet to Sewer 
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DOUBLE-PIPE BUFFALO AMMONIA CONDENSER. 


The rooms in the Mexico and Havana were not at first lined 
with galvanized iron, but the sheathing was shellacked. The 
meat chambers, however, have since been lined on the walls, as 
it is found easier to keep clean. In the Mexico and Havana 
the cold storage rooms, being on the main deck with plenty of 
light and air, are not hard to keep clean and in good order, even 
though the walls are of spruce sheathing. In the Advance and 
Finance, the rooms being below decks, it was considered ad- 
visable to line them as before stated with galvanized iron, so 
that a hose can be played on the walls and ceiling when the 
meat has been discharged, and the grating taken up and 
scrubbed. 

The machinery on the Advance and Finance, which are 
identical, consists of two 7%4-ton refrigerating machines, each 
having a 6-inch diameter by 12-inch stroke double-acting 
ammonia compressor, and a 9 by 12-inch steam engine; two 
double-pipe ammonia condensers, each of 74 tons refrigerating 
capacity; two double-pipe brine coolers, each of 8 tons capacity ; 
one brine return. tank. Only one compressor, one condenser 
and one brine cooler is used, the other being held in reserve in 
case of accident. 

There are two brine pumps and two circulating pumps for 
the condensers; only one of each is used, the other being held 
in reserve in case of accident. The size of each brine pump 
is 6 and 4 by 6 inches; of each circulating pump 6 and 534 by 
6 inches. 

The ratio of cubic feet capacity to lineal feet of 2-inch pipe 
in the cold storage room was 1.58 to one in the meat chambers; 
and in the fruit and vegetable chambers about the same. It 


was considered advisable to cover all the walls and ceiling 
with brine coils, and not to be governed too much by ratios, 
so as to get an even distribution of cold and to regulate the 
temperature in the chambers by the amount of flow of brine 
through the coils. 

We have been fortunate enough never to have had a break- 
down, and the provisions have arrived at the Isthmus in good 
condition. There are two reftigerating engineers carried on 
each steamer, and they stand six-hour watches. These ships, 
however, carry barely enough for the immediate needs of the 
Isthmus; it will, therefore, be necessary to carry periodically 
larger quantities, in regular refrigerated ships, so as to stock 
the cold storage building at Colon, our steamers being capable 
of keeping up the stock probably for three or four months. 


The Austrian Steamer Marina. 


The steamship Marina, built by Robert Stephenson & Com- 
pany, Limited, Hebburn-on-Tyne, to the order of the Naviga- 
zione Libera Triestina Societa in azione, of Trieste, has under- 
gone successful loaded trials and departed for Trieste, her 
port of registry. She has been built to take the highest class 
under Lloyds registry and the Austrian Veritas, and is of the 
single decked type, with no hold beams—her holds thus being 
clear of obstruction to stowage. She has been fitted with a 
steel-center line bulkhead in lieu of hold pillars, while port- 
able wooden grain boards are fitted in her hatchways, so that 
she may be available for taking bulk grain cargoes. 

A cellular double bottom all fore and aft with dry well 
under boilers,-and a large after peak tank extending to the 
upper deck, are fitted for water ballast, holding in all about 
840 tons of salt water. Large hatchways are fitted over the 
four main cargo holds, with strong coamings of sufficient 
depth to hold 2 percent of the capacity of the compartment they 
feed, thus complying with the bulk grain carrying regula- 
tions, and a complete outfit of powerful steam winches and 
cargo derricks, with patent blocks and flexible steel wire run- 
ners, has been installed for working them. The cargo capacity 
is very large, being about 58 cubic feet per ton of deadweight. 
The vessel’s dimensions are 317 feet 6 inches in length, 46 feet 
6 inches molded beam, and 23 feet 344 inches molded depth, 
and she has been designed to carry a large deadweight (4,700 
tons) on a light draft. 

A large and commodious steel deck house has been fitted on 
the forward end of the bridge deck, in which are placed the. 
dining saloon, captain’s cabin, two spare cabins, bathroom and 
toilet, also the steward’s pantry and storeroom and steward’s 
berth. The ship’s officers and engineers are berthed in steel 
deckhouses built as part of the engine casing, above bridge 
deck, with doors in a passage entered from the after end, so 
as to be entirely sheltered in bad weather. The seamen and 
firemen are berthed under the topgallant forecastle, a separate 
house being provided for each class. 

The machinery has been built by Richardsons, Westgarth & 
Company, Limited, at their Scotia Engine Works, Sunderland. 
The cylinders are 23, 38 and 62 inches in diameter by 42-inch 
stroke. The high-pressure cylinder and the high-pressure 
piston valve have separate hard cast iron liners. The go-ahead 
and go-astern guides are carried on independent front and 
back cast iron columns. The crank shaft is in three inter- 
changeable parts, and is made of ingot steel throughout, while 
the bedplate is sufficiently deep to be bolted direct on to the 
tank top, without intermediate built-up seating. The all-round - 
reversing gear is driven by an independent steam engine, the 
latter also, by means of patent link chain, operating on the 
turning gear. Every bearing throughout the engine is ad- 
justable and easily manipulated while the engine is running, 
and all the white brass used in the engine and thrust block. is 
of the finest quality. 


FEBRUARY, 1908. 


International Marine Engineering 81 


The surface condenser is provided with large’ steam space 
and cooling surface; all the tubes are packed with cotton pack- 
ing and close ended screwed brass ferrules. The pumps are 
worked from the intermediate engine crosshead by means of 


Steam is supplied by two Scotch boilers 15 feet in diameter 
by 10 feet 6 inches long, containing 4,200 square feet of heat- 
ing surface, and fitted each with three patent corrugated and 
withdrawable furnaces. They operate at 160 pounds pressure. 


THE STEAMSHIP MARINA MAKING 10%4 


steel plate levers, and, although long links connect the levers to 
‘the pump crosshead, an independent adjustable guide is also 
fitted. The air pump is single acting, with brass valves; the cir- 
culating pump being double acting and with india rubber valves, 
while both feed and bilge pump rams, valves and chests of 
gunmetal throughout, and the bilge pump doors are easily re- 
movable without the aid of spanners. Duplex feed pumps 
with gunmetal water ends are fitted for harbor work, while a 
large ballast pump, connected to pipes and valves of fully twice 
the usual size, enables water ballast to be discharged quickly. 


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NX De ae rr one eae ee Me H 


INDICATOR CARDS FROM ENGINE OF MARINA. 


KNOTS ON TRIAL TRIP. 


All the machinery has been built to pass Lloyd’s special sur- 
vey. The boilers and steampipes are covered with S. T. Taylor 
& Sons’ ““Tynos” non-conducting sheathing. 

During the trial trip, April 19, the engines worked atth per- 
fect smoothness, and gave great satisfaction to both owners 
and builders. The tracing of the cylinder diagrams taken 
during the trials shows a total horsepower of 1,344, on 6614 
revolutions per minute. The speed was 10% knots with a 
half cargo aboard. 

Clyde=Built Steamers for Canadian Lakes. 

The Fairfield Shipbuilding & Engineering Company, Ltd., 
Glasgow, launched, last- summer, within a few days of each 
other, two interesting vessels for the Canadian Pacific Rail- 
way Company’s service on the Great Lakes. The vessels are 
named Assiniboia and Keewatin, and as they are sister ships, 
a description of one applies to the other also. The principal 
dimensions are: Length, 348 feet; breadth, 43 feet 6 inches; 
depth 26 feet 9 inches to awning deck; gross tonnage, 4,300. 
Each is divided into seven watertight compartments. There . 
are four decks; main, awning, promenade, and hurricane deck. 

The fore part of the ship is divided into three compart- 
ments for the carrying of grain or other cargo, the former to 
be put on board through trunked hatches from the hurricane 
aeck. The working of the cargo is accomplished by means of 
an overhead revolving shaft 140 feet in length, driven by a 
double-cylinder steam-hoisting engine with two revolving 
drums, with clutches to each of the five hatches to insure 
rapid manipulation. 

Powerful appliances for working the vessel include a large 
windlass and capstan forward, and two warping capstans aft. 

The propelling machinery consists of a single quadruple ex- 
pansion engine having four cylinders working on four cranks, 
balanced on the Yarrow, Schlick & Tweedy system. The high- 
pressure and first intermediate cylinders are fitted with piston 
valves; and flat valves of the double-ported type are fitted to 
the second intermediate and low-pressure cylinders; all 
worked by the usual double-eccentric valve gear, controlled by 
steam gear of the all-round reversing description. The crank- 
shaft is of the built-up type, and (as also the thrust and pro- 
peller shafting) is of forged mild ingot steel. The propeller 
has four blades of cast steel secured to a boss of the same 
material. 


82 International Marine Engineering 


FEBRUARY, 1908. 


Water is circulated through the condenser by an independent 
centrifugal pump, having also a suction to the engine-room 
bilge to enable a large quantity of water to be pumped out of 
the ship in case of need. Independent air, bilge and sani- 
tary pumps are fitted for boiler-feed, ash ejectors, ballast and 
general service purposes, and in the engine room there are a 
feed heater and a feed filter. 

The four boilers are of the cylindrical return tube type, and 
are arranged to work with natural draft. They are con- 
structed entirely of steel, for a working pressure of 220 pounds 
per square inch. An ash ejector is fitted in each stoke-hold. 

The entrance to the passenger accommodation is on the 
main deck, amidships, where is a large spacious hall with two 
staircases. The entrance hall is panelled in teak, with orna- 
mental balustrade to the stairs, and the floor is laid with in- 
terlocking rubber tiles. Forward of the main entrance is the 


at the fore end of this deckhouse, and is tastefully finished in 
white enamel and gold. The main feature of this room is the 
formation of the sofa seats, which are arranged in bays, form- 
ing “cozy corners,’ with seats upholstered in frieze velvet. 
Writing tables and easy chairs are also fitted. 

Amidships, immediately abaft the hall, is the dining sa- 
loon, capable of seating 116 persons. The framing is finished 
in American walnut, with Italian walnut panels. Large 
rectangular beveled glass horizontal sliding windows, together 
with a large dome skylight overhead, give ample light and 
ventilation. The floor is laid with polished oak parquetry 
with walnut border. Handsome sideboards are fitted to 
match the framing. 

The smoking room is at the after end of the deckhouse, and 
is designed in light fumed oak with carved panels. Chairs and 
tables are in oak to match, and the sofa seats are upholstered 


THE ASSINIBOIE JUST AFTER BEING CUT IN TWO IN LEVIS DRY-DOCK. 


package freight deck, access to which is obtained by large 
double doors through the ship’s side. 

The awning deck is arranged for the accommodation of 
195 first-class passengers in two and three-berth rooms, fitted 
with patent folding berths, sofa berth, wash basin with run- 
ning water, etc. Aft of the main staircase are five cabins-de- 
luxe, panelled in mahogany and oak, with large brass bed- 
steads, folding lavatory and sofas, and private bathrooms. 
The chief feature of the awning deck is a large central hall, 
about 140 feet in length, tastefully furnished with settees to 
match the surrounding framing. 

On the promenade deck is another spacious hall in a large 
deckhouse, with a well in the center which gives light to the 
central hall below. On either side there is accommodation 
for seventy first-class passengers, in three-berth staterooms, 
furnished similarly to the staterooms on the awning deck. 
Large windows are fitted with venetian blinds and curtains, 
which can be left open in any weather. The drawing room is 


in Morocco leather. The floor is laid with terra-cotta and white 
interlocking rubber tiles. Between the smoking room and the 
dining saloon are the pantry, galley, and cold chambers, with 
all the latest facilities for catering to a large complement of 
passengers. The public rooms and the accommodation 
throughout the vessel are fitted with ornamental vertical radi- 
ators, each of which can be independently regulated. 

The hurricane deck is 275 feet in length and forms a spa- 
cious promenade, to which access is gained by stairways at 
the fore and after ends. At the forward end of this deck 
there are the captain’s and officers’ rooms, and wheelhouse 
with flying bridge over. Eight steel lifeboats are fitted under 
davits, in compliance with the steamboat inspection act. 

The vessels represent an interesting piece of work, on ac- 
count of the fact that they have been specially constructed so 
that on reaching the other side of the Atlantic they might be 
divided amidships into two parts, each part being towed sep- 
arately through the canals which lead to the Great Lakes, 


FEBRUARY, 1908. 


where the sections could be again rejoined. As the lock of the 
Canadian canals are not of sufficient size to contain vessels of 


the length of these two, it has been necessary to resort to this - 


expedient. Watertight bulkheads have been constructed on 
either side of the dividing line. The sections had to be towed 
through a couple of canals (Lachine and Welland), and a lake 
(Ontario), of about 200 miles in length, before reaching the 
field of operation. ; 


MECHANICAL DRAFT IN MARINE PRACTICE 
BY WALTER B. SNOW. 


The first application of the fan blower as a substitute for 
or as an auxiliary to the chimney appears to have been made 
early in the last century. It is said that in 1826 John Erics- 
son fitted the British steamer Victory for forced draft by means 
of a fan, and it is certain that in 1830 the Corsair was so 
equipped by him. At about the same time, in 1827, Edwin 
A. Stevens, of Bordentown, N. J., arranged a fan for forcing 
air into the ashpits of boilers on the steamer North American. 
But engine speeds and steam pressures were then low; the 
demand for accelerated combustion was not urgent, and ex- 
perience had not been gained in the proper application of 
fans for forced draft. As a consequence, this economic im- 
provement, which was to mean so much in later days, was 
adopted to but a limited extent. 

The fact that these first applications were made on steam 
vessels indicates the natural adaptability of the fan for the 
purpose. It is, therefore, not surprising to find that the 
arrangement was again taken up, this time by the United 
States, during and subsequent to the civil war. Extensive 
tests were conducted by Chief Engineer Isherwood, but there 
remained still another stage in its progress toward general 
application, both on sea and land. 

The advent of the torpedo boat marked the further intro- 
duction of forced draft for marine boilers. In these small, 
compact vessels tall stacks were out of the question, but 
strong draft and the utmost steaming capacity per ton of 
weight were an absolute necessity. From success with these 
smaller boats it was but a natural step to those of larger 
size. In 1877 the French government equipped the scout boat 
La Bourdonnais for forced draft, and in 1882 a definite move 
was made in the British navy by providing fans for the pro- 
duction of draft on the Satellite and Conqueror. 

The general conditions of naval practice which existed at 
that time, and the immediate results secured by increasing 
the steam pressure, improving the type of engine and intro- 
ducing mechanical draft, are set forth in Table I. 


TABLE I.—RESULTS OF TRIAL PERFORMANCE OF SIMILAR SHIPS IN 
BritisH Navy. 


Steam Area 
Pres- Weight) of Fire} I. H. P. per 
sure, of Grate 
Draft SHIP Date | Pounds} I H.P. Boilers. 
per ‘ops Square 
Square Square | Foot of Rees 
Inch. | Feet. | Grate. | POMC: 
| | | 
Natural | 
Drait, Inflexible .| 1878 60 8,483 756 829 LOP21 1122 
Open Colossus. .| 1883 64 7,492 594 645 11.62 | 12.61 
Fire Phaeton ..| 1884 90 5,588 462 546 10.23 | 12.1 
Rooms 
Forced 
Draft, Howe....| 1885 90 | 11,725 632 756 15.54 | 18.5 
Closed Rodney. ..| 1885 90 9,544 474 567 16.83 | 20.1 
Fire Mersey... .| 1885 110 6,628 306 399 16 61 | 21.7 
Rooms Scout.....| 1885 120 3,370 174 207 16.28 | 19.3 


The weight. of boiler includes water, funnel, uptakes, fittings, spare gear, etc. 
Steam blast was used in the case of the Colossus. 


Shortly after this, the United States navy again took up 
this important factor in the design of the modern naval ves- 


International Marine Engineering 83 


sel, and introduced forced draft upon all of the vessels of the 
“new navy.’ Among the first so equipped was the dispatch 
boat Dolphin. The general design of her three forced draft 
fans, with cast iron shells, would now look exceedingly cum- 
bersome in view of the present light steel plate construction. 
From the navy it was but another step to the merchant 
marine. 

On land, the process of development during the past few 
years has been remarkable. From the under-grate forced- 
draft system there has been a gradual change to the over- 
grate induced system, and a combination of the two, until 
the matter of mechanical draft engages the attention of every 
progressive engineer in the design of a steam plant. In 
stationary practice the fan is applied as a substitute for the 
chimney. In a more restricted sense this is true in the mer- 
chant marine, but in the warship, except in the torpedo-boat 
type, it is usually regarded as an accessory, to be employed 
only when the ordinary cruising speed is to be exceeded. 

Although its simplicity has much to recommend it, the 
steam jet becagmes a competitor of the fan only where 
economy of fuel receives secondary consideration. Its low 
efficiency was well shown by a series of tests made some 
years since at the New York navy yard, whereby it was 
demonstrated that from 8 to over 20 percent of the steam 
produced by a boiler was consumed by the jet. In stationary 
practice the fan seldom exceeds a consumption of 1% to 2 
percent of the steam generated by the boilers to which it is 
applied; in large plants it is usually far below these figures. 
On the contract trial of a modern battleship the indicated 
horsepower of the fire-room blowers may range up to a pos- 
sible 134 percent of the aggregate indicated horsepower of 
the main engines and auxiliaries. 

The ordinary fan wheel is too well known to require illus- 
tration. Its action may be well illustrated by whirling a 
tube about an axis established at right angles to its own and 
midway of its length. From the open ends the air is thrown 
outward by centrifugal force, while a partial vacuum is created 
at the axis of revolution. If an opening be provided at this 
axis, air will flow in, and thus a constant current through the_ 
tube will be maintained. 

In effect; a centrifugal fan wheel is a series of such tubes 
radiating from an open center, each being represented by 
the space inclosed between two adjacent blades and the side 
plates. Through each of these channels the air is thrown 
into the surrounding atmosphere, or into the case which in- 
closes the wheel. For general purposes it is customary to 
inclose the fan within a spiral case, which provides a con- 
stantly increasing area for the passage of air as it approaches 
the outlet, from which it may be discharged through a pipe 
to the desired point of final delivery. Curved blades are 
employed to decrease the noise, rather than to improve the 
efficiency. 

The maximum velocity at which air may be delivered by 
a cased centrifugal fan through an outlet of proper area is 
substantially equal to that of the circumference of the wheel, 
while the pressure created corresponds thereto, being pro- 
portional to the square of the velocity. This area, commonly 
known as the capacity area, depends upon the proportions of 
the wheel, but in general practice approximately equals one- 
third of the diameter in inches, multiplied by the width at 
the rim in inches, as expressed by the formula % DW. It is 
usually much less than that of the regular .outlet in the 
casing. If the capacity area is reduced, the volume will be 
proportionately decreased, the power will decrease, but not 
in the same ratio, while the pressure will remain substan- 
tially constant. 

The size of the outlet in the casing is not a function of 
the capacity area, but is determined largely by the attendant 


84 International 


conditions. But both the volume and the power required 
will evidently increase with the size of the outlet, being 
greater with the normal outlet than with that representing 
the capacity area. This increase, however, will not be pro- 
portional to the area, for the pressure and consequently the 
velocity will be lower with the larger area. The greatest 

160 


139 


120 


110 


Percentage of Delivery at Unit Area of Discharge 


100 rs 
1.00 1.20 1.40 1.60 1.80 2.00 2020 2.40 


Relative Area of Free Discharge 


FIG. 1.—RELATIVE DELIVERY OF A CENTRIFUGAL FAN. 


delivery of air and the largest consumption of power will 
occur when the casing is entirely removed and the fan left 
free to discharge around its entire periphery. The intluence 
of the area of outlet upon the volume discharged is well 
illustrated by the curve in Fig. 1, presenting the results of 
tests of a standard fan. 

The standard type of fan of medium size usually installed 
on shipboard consists of a shell of No. 10 or 11 steel plate, 
with 1'%4-inch corner angles rolled to the shape of the scroll. 


FIG. 2.—TYPICAL FAN WHEEL WITH CURVED BLADES. 


The wheel itself is usually built up of No. 12 or 14 gage, 
and carried upon a hub with 134-inch or 2-inch T-iron arms 


cast in. The outlet frame is of cast iron or angle iron, ac- 
cording to the shape and type of fan. The type is illustrated 
in Fig. 2. 


The forced draft fan is almost universally steam driven by 
a direct connected motor, either in the form of a recipro- 
cating engine, as has been customary in the past, or by a 


Marine Engineering 


x 


. FEBRUARY, Ig08. 


turbine, as in some installations more recently made. A 
typical fan with double-cylindered engine is shown in Fig. 3. 

But as such fans have in the naval service usually been 
under the direct control of the fire-room force, it is evident 
that ability to withstand the most ignorant treatment is 
essential, rather than high efficiency. In the case of the re- 
ciprocating engine, the short-stroke double cylinder type was 
almost universally adopted. The cranks are set at 180 de- 
grees, to give approximate balance of the reciprocating 
parts, which are entirely inclosed. In the prevailing type of 
past years, clearance was sacrificed to simplicity, and the 
steam for the second cylinder passed through the first in- 
stead of through independent ports. 

In the design of a wheel to meet given requirements it is 
necessary to make its peripheral speed such as to create the 
desired pressure, and then so proportion its width as to 
provide for the required air volume. Evidently, the velocity 
and corresponding pressure may be obtained either with a 
small wheel running at high speed, or a large wheel running 
at low speed. But if the diameter of the wheel be taken too 
small, it may be impossible to adopt a width within reason- 
able limits which will permit of the passage of the necessary 
amount of air under the desired pressure. Under this con- 
dition it will be necessary to run the fan at higher speed in 
order to obtain the required volume. But this results in 
raising the pressure above that desired, and in unnecessarily 
increasing the power required. On the other hand, if the 
wheel be made of excessive diameter it will become almost 
impracticable, particularly on shipboard, on account of its 
narrowness. Between these two extremes a diameter must 
be intelligently adopted that will give the best proportions. 
In practice the width of a volume fan seldom exceeds one- 
half its diameter. In a fan for higher pressures than those 
which obtain in forced-draft practice, the proportion may. 
run as low as one to twenty. 

In American naval practice the rotative speed with re- 
ciprocating engines is not ordinarily allowed to exceed 500 
revolutions per minute, while the diameter of the wheel 
ranges from 4 to 6 feet, except in the smaller vessels. As a 
rule, fans for closed fire-room service are operated at such 
peripheral speed as to maintain a pressure of about 4 inches 
of water over their capacity area. This pressure corresponds 
to a velocity of 7,825 feet per minute, which, with a wheel 
of 5% feet diameter, would demand about 450 revolutions per 
minute. If called upon to deliver 30,000 cubic feet per minute 
through its capacity area, such a fan would require to be 2 
feet in width at the rim. The relations existing between the 
volume discharged, the pressure created and the power re- 
quired at a given speed are forcibly illustrated by the curves 
in Fig. 4. 

Commercially, fans are classified as blowers and exhaust- 


ers. The former type has an inlet upon either side, and can- 


not be readily applied for exhausting through connecting 
pipes. 

The exhauster, which has an inlet upon one side only, is, 
however, so designed as to permit of free connection thereto. 
‘The fan is overhung upon the shaft, while the pulley or 
driving motor and both bearings are placed upon the closed 
side of the fan. Under this technical designation, the so- 
called forced draft “blower” is usually an exhauster, de- 
signed to draw its air from the atmosphere or from other 
parts of the ship through a single inlet. 

A further rough classification may be made into #olume 
and pressure fans. The former class particularly includes . 
all fans designed for purposes of ventilation, mechanical draft 
and the like, in which quantity of air is the first desideratum. © 

Athough about 12 pounds of air is chemically required for 
the combustion of an average pound of coal, this amount 


FEBRUARY, 1908. 


International Marine Engineering 85 


serves only when every individual atom of oxygen comes in 
contact and unites with corresponding atoms of hydrogen or 
carbon. The arrangement of the fuel upon the bed, and 
other circumstances, render this result impossible under 
working conditions. It therefore becomes necessary to sup- 
ply the air in such excess as to make good any local defi- 
ciencies. Although, in actual practice, the air supply ranges 


FIG. 3.—TYPICAL FAN WITH DOUBLE-CYLINDER ENGINE. 


all the way from 50 to over 300 percent in excess of that 
theoretically required, it may be generally accepted that 
under good conditions of natural draft the volume is seldom 
less than twice that chemically required, though with me- 
chanical draft it is possible to materially reduce this amount. 
Twenty-four pounds of air is equivalent to about 300 cubic 
feet at 60 degrees. Analysis of the gases escaping from the 
watertube boilers of the United States cruiser Cincinnati 


16 
fs [ i 


Oo 
4 


Relative Horsepower, Pressure and Volume. 


- 


1 2 3 4 
Relative Revolutions of Fan 


FIG. 4.—THEORETICAL RELATIONS INVOLVED IN OPERATION. 


showed, for instance, an average of 19.6 pounds of dry gas 
per pound of carbon. — 

In boiler practice the force of the draft must be expended 
in two ways: 

First, a portion is necessary to overcome the resistances of 
the grate and the fuel upon it, of the combustion chamber, 
flues or tubes and uptake, and‘of the means of connection to 
the source of draft, be it fan or stack. The sum of these re- 
sistances is a measure of the pressure head. 


Second, the draft must, in addition, be sufficient to impart 
to the air the velocity necessary to furnish the amount 


requisite for the direct purpose of combustion. This is a 
measure of the velocity head. 

With a constant total head, any change in the resistances 
immediately alters the relation between the pressure and. the 
velocity heads. Thus, for instance, a thicker fire or finer 
coal increases the resistances and reduces that portion of the 
draft available for the production of velocity. As a result, 
the air supply becomes inadequate and greater total intensity 
of draft is necessary to maintain the original combustion rate. 

A careful study of boiler resistance is necessary to a 
thorough consideration of the practical conditions of draft 
production. Prof. Gale found, in the case of a stationary 
boiler furnace of ordinary construction, the various pres- 
sures, expressed in pounds per square foot, in Table II. 


TABLE II.—PRESSURE CONDITIONS IN STATIONARY BOILER 


FURNACE. 

Required to produce entrance velocity (3.6 feet per 

SEONG!) Goncc0000000 Boooo co enddnobbe cabbnE ooo UouK 0.013 
Required to overcome resistance of fire grate........... 0.91 
Required to overcome resistances of combustion chamber 

ANGEPOllermtlDeSwaeN erie ise ierteriacl eishecicle > 1.23 
Required to overcome resistance in horizontal flue...... 0.06 
Required to produce discharge velocity (11.2 feet per 

Gacomal)), codsspsooocs dconas aaqosdveusoucmennboance 0.085 
Total effective draft pressure................-.......- 2.208 
Back pressure due to friction in stack................. 0.19 
Total static pressure produced by chimney............. 2.488 


The total static pressure, which is given in pounds per 
square foot, is equivalent to 0.28 ounce per square inch, or 
0.48 inch of water. From these results it is evident that only 
about 4 percent of the total draft pressure was actually ex- 
pended for the production of velocity and the movement of 
air. Designs for draft-producing apparatus are not, there- 
fore, to be based solely upon the volumetric requirements. 
Ii this were the case, a low stack or a large slow-running 
fan would meet the conditions. In reality, the design must 
first contemplate the creation of sufficient intensity of draft 
and then provide capacity for the necessary amount of air. 

In the case of a chimney, the maximum draft, being de- 
pendent upon its height, is constant for the same tempera- 
ture, and regulation of the combustion can be secured only 
by throttling the air supply. With a fan, however, the in- 
tensity of the draft may be instantly changed from zero to 
the maximum, with a proportional increase in the air volume. 
It must already be evident that only under the latter condi- 
tion can the requirements of combustion most readily be 
met, for it is manifest that in order to maintain constant 
steam pressure with varying fuel conditions there must be 
comparatively great and rapid changes in the draft. 

The chimney as a means of creating movement of air de- 
pends upon the heating of that air, by which a difference in 
density is produced. The heat thus employed is, however, 
absolutely wasted so far as its utilization for other purposes 
is concerned. Any attempt to extract more of the heat from 
the gases as they escape from the boiler must with a given 
chimney result in a reduction of the draft. The loss under 
various conditions is made evident in Fig. 5. This inherent 
loss actually amounts to about 20 percent with ordinary coal, 
when the gases are at 500 degrees and the excess of the air 
is 100 percent. Reduction in the loss of heat in the escaping 
gases may be secured by decreasing the volume of air sup- 
plied in excess of that chemically required, and by providing 
means for the abstraction of heat from the gases after they 
leave the boiler. 

The loss resulting from the supply of air in excess of that 
necessary for perfect combustion is twofold in its character: 

First, the excess of air entering the furnace is heated by 


86 I nternational Marine Engineering 


FEBRUARY, =908. 


the burning fuel, thereby lowering the temperature of the 
mixture of gases and air below that which would prevail if 
the gases only were present. As a consequence, the rate of 
absorption of heat by the water is reduced, for it is de- 
pendent upon the difference in temperature between the 
water and the gases. 

Second, owing to larger volume and higher velocity, there 
is less time to part with the heat. As a consequence, the 
temperature of the mixture of gases and air’ escaping to the 
chimney is higher than would be the case if there were no 
excess of air; while the increased volume is such that the 
total amount of heat thus carried away, without exerting any 


21 


20 


19 


18 


16 


a) 


Loss in Percent of Total Heat Value of Coal 


14 


13 


' 300 350 400 450 500 550 
Temperature of Escaping Gases, above Atmosphere 


FIG. 5.—LOSS OF EFFICENCY DUE TO TEMPERATURE OF ESCAPING GASES 
ABOVE ATMOSPHERE, WITH 100 PERCENT EXCESS AIR. 


TABLE IIJ.—RELATION OF DRAFT AND RATE OF COMBUSTION. 


Pounds of . . 
Dry Coal Resistance: ees of Total Draft in Inches of Water. 
burned Saree 
per Hour| Furnace a SN = 
s per | Draft Pass No Return Pass | With Top Pass 
quare | under Pass 
Foot of Boiler &|Retard- | over No With No With 
Grate through | ers in top of |Retard- |Retard- |Retard- | Retard- 
Tubes. | Tubes. | Boiler ers. Gey |) Geb ers. 
5 | 0.04 0.04 0.00 0.04 0.08 0.08 0.12 0.12 
10 0.13 0.07 0.03 0.05 0.20 0 23 0.25 0.28 
15 0.20 0.11 0.03 0.05 0.31 0.34 0.36 0.39 
20 0 24 0.16 0.08 0.06 0.40 0.48 0.46 0.54 
25 0.27 0.22 0.19 0.06 0.49 0.68 0.55 0.74 
30 0.30 0.27 0.31 0.07 0.57 0.88 0,64 0.95 
40 0.36 0.38 0.46 0.08 0.74 1.20 0.82 1.28 


useful effect, is greatly increased. In other words, para- 
doxical as it may seem, the larger the volume of air supplied 
the higher will be the temperature of the escaping gases, 
within the ordinary range of boiler practice. 

Intimate distribution of the air through the fuel is mani- 
festly essential to perfect combustion. ‘For such intimacy of 
contact intense draft and a clean and reasonably thick fire 
are necessary; conditions which may be most readily main- 
tained by means of mechanical draft. The relation of draft 
to the rate of combustion in a horizontal return tubular 
boiler, with or without retarders in the tubes, is indicated 
by Table III. 

With a thick fire, the air is compelled to come in contact 
with a greater amount of fuel, and is afforded a better op- 
portunity to promote perfect combustion. This points to: 
the supply of decreased volumes of air with higher rates of 
combustion. Table IV. shows results secured by J. M. Whit- 
ham in tests with a Wilkinson stoker in stationary: practice. 


TABLE IV.—Arr SUPPLY WITH DIFFERENT RATES OF COMBUSTION: 
ON A WILKINSON AUTOMATIC MECHANICAL STOKER. 


Buckwheat Coal, Air to burn One Pound of Buck- 
burned per hour per wheat Coal. Percentage of 
Square Foot of Excess or Deficiency 
Stoker Grate. of Air Supplied. 
Pounds. Theoretically Req’rd| Actually Supplied 
Cubic Feet. Cubic Feet. 
12.0 125 232 + 85.6 
18.0 125 157 + 25.6 
P4592 125 132 + 5.6 
32.5 125 123 — 1.6 
41.5 125 111 —11.2 
45.4 125 111 —11.2 


Tests upon a marine boiler have shown that with a constant, 
combustion rate of 27 pounds the water evaporated per 
pound of coal from 212° increased from 10.77 pounds with a 
g-inch fire, to 11.54 pounds with a 14-inch fire. 


(To be concluded.) 


Another Brazilian Liner. 


We present photographs of the steamship Para, a Braziliam 
liner built by Workman, Clark & Company, Limited, Belfast, 
one of nine vessels of various types to be built by them for 
the Lloyd Brazileiro of Rio de Janeiro, and a sister ship of 
the Ceard, described at page 404 of our October, 1907, num- 
ber. The Para is 354 feet in length, with a gross tonnage of 
over 3,500 tons, and has been built to the highest class in 
Lloyd’s Register, besides fulfilling all the requirements of the 
British Board of Trade for foreign-going passenger steamers. 
In general design and arrangements, the vessel has also beem 
made ‘to conform to the requirements of the passenger and 
general cargo trade of the South American coast. 

Each of four holds, into which the cargo space is divided by 
watertight bulkheads, is provided with hatchways, equipped 
with powerful hydraulic cranes, capable of rapidly loading 
and discharging cargo. Baggage and parcel rooms are pro- 
vided for the stowage of passengers’ luggage and mail, and 
bullion rooms are also fitted up. 

The propelling machinery and boilers were constructed by 
Workman, Clark & Company, and consist of two sets of 
triple expansion engines, with all the most recent improve- 
ments, and three steel cylindrical multitubular boilers, work- 
ing under Howden’s system of forced draft. Steam for the 
auxiliary engines and deck machinery is supplied by an 
auxiliary boiler. 

Accommodation is provided for 170 first class passengers, 
20 second class and 300 third class. The rooms for the first 
class passengers are on the upper and main decks, and in 
addition to the ordinary staterooms, a number of cabins de luxe 


FEBRUARY, 10908. 


THE BRAZILIAN STEAMER 


are provided; these suites consist of a sitting room, bed room, 
bath room and lavatory. The first class dining saloon, on the 
main deck, is a large, roomy and well lighted apartment ex- 
tending the full width of the vessel. From this saloon a wide 
staircase leads to the main entrance hall on the upper deck, 
which is fitted up as a lounge. Opening off it are the 


International Marine Engineering 87 


PARA ON TRIAL TRIP. 


cabins de luxe and principal stateroms; and a broad central 
corridor runs fore and aft, with staterooms opening off on 
each side. Large double doors on each side of this entrance 
hall open on to the deck. The main staircase continues from 
this deck to the entrance hall on the shade deck. The for- 
ward end of this hall opens into the music saloon, and at the 


THE STERN OF THE PARA JUST PREVIOUS TO LAUNCHING, SHOWING THE WEB STRUTS. 


88 International Marine Engineering FEBRUARY, 1908. 


THE SHIP AFLOAT AFTER LAUNCHING, AND READY FOR RECEIVING MACHINERY AND FITTINGS. 


after end is the smoking room. Both of these rooms are The second class accommodation is arranged on the main 
lofty and well lighted apartments, handsomely furnished. deck forward of the boiler room, and includes a large central 
Double doors on each side of the entrance open on to the dining saloon, with staterooms opening off alleyways on each 


THE BOW OF THE PARA SHOWS GRACEFUL LINES AND A GENEROUS FREEBOARD. 


shade deck, which affords ample promenading space. On _ side of the saloon. The steerage quarters are at the forward 
this deck are additional first class staterooms, and the officers’ end of the main deck, and include a separate apartment for 
rooms have been placed in a deck house at the forward end women. The remainder of the space is fitted up with iron 
of the funnel casing, below and abaft the pilot house, beds and hammocks, 


THE BRAZILIAN STEAMER PARA TAKING THE WATER AT THE YARD OF WORKMAN, CLARK & COMPANY, LIMITED. 1 


FEBRUARY, 1908. 


International Marine Engineering 


89 


The engineers’ and petty officers’ rooms are in the ’midship 
house on the upper deck, and the top-gallant fore-castle is 
arranged for the accommodation of the crew. An efficient 
system of natural and artificial ventilation is arranged 
throughout all the living and public rooms, and the sanitary 
arrangements have received special attention. The galleys 
and pantries are supplied with all modern appliances. The 
auxiliary machinery includes patent fire-extinguishing appa- 
ratus, also Welin quadrant davits. BENJAMIN TAYLOR. 


A Large Hydraulic Dredge. 

The dredge Francis T. Simmons is a large and powerful 
machine built to the order of the commissioners of Lincoln 
Park, Chicago, for the purpose of filling in the new park ex- 
tension to the north of the present park. The plan is to re- 
claim from Lake Michigan an area approximately 1,500 feet 
wide by about a mile long, by inclosing it with a stone re- 


and filling, if it could be successfully applied, led the com- 
missioners to apply to A. W. Robinson, A. S. C. E., of Mon- 
treal, who had previously designed and built several large 
hydraulic dredges, notably the Tarte, which is employed in 
dredging clay from the bed of Lake St. Peter, in the River St. 
Lawrence, and which is provided with a special pipe line for 
withstanding heavy storms. This dredge is of great power, 
and holds the world’s record for output, having dredged 750,- 
000 cubic yards in a calendar month and delivered it at a dis- 
tance of 2,000 feet. The original pipe line of this dredge is 
still in use, after having withstood the storms of five years. 

It was, of course, realized that Lake Michigan in its angry 
moods would be too rough to attempt continuous dredging 
operations, and that the most that could be done would be to 
provide a plant of large capacity, so that the required out- 
put could be made after making allowances for weather in- 
terruptions, and also seaworthy enough to increase the work- 
ing time to the largest possible amount. It should also be 


/ 


Za 
i} 
<= 


ese 


SEE ESE 
0 4 8 12 16 20 24 28 


ELEVATION AND GENERAL DECK PLAN OF HYDRAULIC DREDGE FRANCIS T. SIMMONS. 


vetment or breakwater, and filling in behind this with ma- 
terial taken from the bed of the lake. For much of the dis- 
tance the breakwater lies in 18 feet of water, and the total 
volume of fill is about 4,000,000 cubic yards. The break- 
water is now partly completed and is made of stone from the 
spoil-banks of the Chicago drainage canal. A fleet of large 
scows and several powerful tugs are employed to bring the 
stone from the canal by way of the Chicago river, out into 
the lake, and so to the site of the work. 

The conditions surrounding the dredging and filling of this 
work were difficult and peculiar. Not only was the locality 
in deep water and exposed to the storms of Lake Michigan, 
which often rise with suddenness and severity, but the soil to 
be dredged consisted of the tough blue clay which underlies 
the Chicago area, compacted by the storms of the lake, and 
mixed with more or less gravel and stones. The ordinary 
hydraulic dredge as used on the lakes would therefore be 
unsuitable, both because of unseaworthiness and because it 
could deal effectively only with soft material. The usual 
floating pipe-line connected by rubber sleeves and mounted 
on a number of small scows or floats would be put out of 
business with every wind storm, or irretrievably wrecked. 

The superior economy of the hydraulic process of dredging 


SS SS SSS SSS SSeS. 


32 36 40 44 48 52 


designed for safe and rapid picking up of anchorages and 
pipe line in case of storm, and to safely withstand any stress 
of weather when not working. 

To meet these conditions Mr. Robinson designed the pres- 
ent dredge, which was built by the Atlantic Equipment Com- 
pany, 111 Broadway, New York, and put in service in June, 
1907. 

The kull is of steel, 148 feet. long, 38 feet wide and 10 feet 6 
inches deep. The frame spacing is 24 inches. The main 
pump has 30-inch suction and discharge, and the main en- 
gines are of the triple expansion marine type, of 1,200 indi- 
cated horsepower, built by the Neafie & Levy Ship & Engine 
Building Company, Philadelphia. This engine has cylinders 
17, 27 and 44 inches in diameter, with a stroke of 24 inches. 
There are two double-ended marine boilers, built by the 
Manitowoc (Wis.) Dry-Dock Company, 11 feet 6 inches 
diameter by 18 feet long, with eight corrugated furnaces. The 
installation of engine room auxiliaries, such as condensing 
apparatus, pumps, electric lights, etc., is most complete and 
well arranged, the engine-room space, in fact, resembling that 
of a small ocean liner. 

On the upper deck is a pilot house with large plate glass 
windows, where are arranged all the levers which control the 


90 International Marine Engineering 


FEBRUARY, I908. 


THE HYDRAULIC DREDGE FRANCIS T. SIMMONS AT WORK IN LAKE MICHIGAN. 


operation of the dredge. Here are also pressure and vacuum 
gages for all purposes, indicating exactly the work that is 
being done. 

The suction pipe is carried by a very strong steel frame, 
and is fitted with a powerful cutter for digging the clay. 
This cutter is an improved development of a number of 
earlier machines, and has demonstrated its efficiency by being 
able to handle the heaviest clay up to the full capacity of the 
pump. It is 9 feet in diameter, and weighs about nine tons, 
being formed of eight steel blades of peculiar curvature cast 
in one piece, and having renewable hard steel cutting edges 
attached. The mechanism for driving and feeding this cutter 
‘is of the most powerful description. The secret of success 
of this dredge is that the excavation of the stiff clay is done 
by an efficient cutting tool that will not clog, and provided 
with a powerful feed, the main pump being employed only 
for transportation of the spoil. A capacity rate of 3,c00 cubic 
yards per hour has frequently been reached in clay, the entire 
under side of the discharge appearing as continuous slices of 
blue clay, some cf the pieces being four. or five feet long. 

One of the most serious problems to be dealt with was that 
of the floating pipe line. This is the most seaworthy pipe 


THE PONTOONS AND PIPE-LINE SUPPORTS. 


Wa 
SS 7 
———— | 
i : 2 : BWI = | 


SECTION AT FRAME 20, LOOKING AFT, SHOWING CENTRIFUGAL PUMP. 


line on the lakes, and is formed of semi-submerged steel pon- 
toons about 100 feet long, connected by ball-and-socket 
joints, having spring connections of great strength. Long 
lengths ,of pontoon* were necessary to give steadiness in 
waves, and a yielding connection was essential to relieve the 
joints of the great stresses due to surging. The springs are 
of locomotive draw-bar size, and are arranged similarly to 


haan 


wo 


30 Inch 
WEEN) Pipe 


z 


Ww 


SECTION AT FRAME 42, LOOKING AFT, SHOWING BOILER PLANT. 


FEBRUARY, 1908. 


International Marine Engineering OI 


railway car draft rigging. There are also tension and com- 
pression springs to control the side deflection of the joint. 
In wave action this pipe line is very satisfactory. A special 
flange connection is provided at the dredge, so that the pipe 
line can be instantaneously disconnected from the dredge at 
any time, simply by pulling out a toggle lever. On several 
occasions, when it became too rough for the dredge to work, 
owing to the difficulty of discharging over the breakwater, 
the pipe line was disconnected and towed to harbor by a tug, 
through a rough sea which broke over both tug and pipes 
‘continuously, with no harm whatever to the pipe line. These 
occasions, however, are relatively rare, and the operation of 
‘the dredge has proved not only that the clay of the bed of 
Lake Michigan can be dredged by this method, but also that 
+he seaworthiness of both dredge and pipe line is sufficient to 
reduce the delays on account of weather to a comparatively 
‘small amount. 

The cost of the dredge was $148,000 (£30,412). When at 
work, it is held in position by two spuds, 45 feet long, with 
ssteel tips weighing 12 tons each, The dredge is not self-pro- 
pelling. 


Shipbuilding in the United States. 


‘The Bureau of Navigation of the Department of Commerce 
and Labor reports the construction in the United States during 
‘tthe calendar year 1907 of 1,056 merchant vessels aggregating 
502,508 gross tons, as compared with 1,045’ vessels of 393,201 
tons in 1906, and 1,054 vessels of 306,563 tons in 1905. The 


MERCHANT VESSELS BUILT IN THE UNITED STATES. 


: GREAT LAKES SHIPS. 
YEAR. Ships. Gross Average 

Tons Tons. Gross Per- Average. 
rious Tons. cent. 
1900...... 1,102 365,791 332 129,973 35.6 1,476 
Noahs 1,322 376,129 284 156,157 41.5 1,270 
1902...... 1,270 434,005 342 158,230 36.5 1,521 
S903, 1,159 381,970 330 182,593 47.8 1,438 
2S Sooo 1,063 265,104 249 54,042 20.4 819 
1.90 bearer 1,054 306,563 291 182,361 59.5 1,736 
1906...... 1,045 393,291 376 268,085 68.2 2,197 
AQT 1,056 502,508 476 283,492 56.4 2,100 


gain is very marked, being about 28 percent. This tonnage is 
greater than that of any year since 1855, which showed 583,450 
tons. The only other year in the history of American ship- 
‘building when the figure exceeded 500,000 tons was in 1854, 


STEEL STEAMSHIP TONNAGE BUILT IN THE UNITED STATES. 


with 536,046, In both these cases more than 83 percent of the 
tonnage was in sailing yessels, whereas of the present year’s 
figures the sailing tonnage amounts to only 20,324, or 5.8 
percent. ter 
Of the total for the year, not less than 135 vessels of 283,492 
tons are accounted for by the Great Lakes, This represents 
56.4 percent of the total tonnage, which is a falling off in per- 
centage as compared with the two previous years, although 
the total lake tonnage has increased. The healthy increase of 
93,810 tons (from 125,206 to 219,016 tons) on the coasts is very 
encouraging, consisting, as most of it does, in steel steamers 
(gain 88,627 tons, from 61,528 to 150,155 tons). The tables and 


diagram give the results since the beginning of 1900. 


STEEL STEAMERS BUILT IN THE UNITED STATES. 


Great LAKES. 


Six TOTALs. ATLANTIC AND GULF 
MontTHS 

ENDING. Gross Gross Gross 
Ships Tons. Ships. Tons. Ships. Tons. 

June 30, 1900... 52 105,713 31 34,803 17 63,885 
Dec. 31, 1900... 40 91,244 20 44,179 16 44,626 
June 30, 1901... 64 144,021 31 46,297 30 91,994 
Dec. 31, 1901... 40 74,604 21 25,541 17 49,020 
June 30, 1902... 74 196,197 34 76,186 32 109,019 
Dec. 31, 1902... 42 98,516 26 52,385 12 43,248 
June 30, 1903... 69 153,389 33 54,411 29 88,412 
Dec. 31, 1903... 50 126,392 20 36,077 28 89,562 
June 30, 1904... 43 113,261 27 61,904 13 50,336 
Dec. 31, 1904... 31 19,472 25 16,955 5 2,498 
June 30, 1905... 42 139,888 17 39,822 24 99,999 
Dec. 31, 1905... 51 100,127 27 18,843 21 80,932 
June 30, 1906... 58 181,614 25 24,378 31 156,792 
Dec. 31, 1906... 56 146,177 33 35,895 21 109,471 
June 30, 1907... 66 214,488 | 38 75,564 26 129,242 
Dec. 31, 1907... 69 216,181 |. . 34 53,167 31 151,272 


New Steamship Lines. 


The Archaia Steamship Company and the Austro-Americana 
Steamship Company have made an arrangement whereby the 
former will operate steamers from Smyrna and neighboring 
ports in the Grecian Archipelago to Patras, in time to catch 
steamers of the latter line sailing from Patras via Trieste 
every ten days to New York and New Orleans alternately. 
All of the vessels are fitted for handling both passengers and 
cargo. The sailing time from Patras to New York is about 
fourteen days, and to New Orleans about the same. This lat- 
ter port is a new departure for steamship companies trading 
with the levant. 

Two lines which recently began operation between Rotter- 
dam and New York, carrying freight and steerage passen- 
gers, are the Russian Volunteer Fleet, with an aggregate of 
20,774 tons in four vessels, and the Russian East Asiatic 
Steamship Company, with four vessels, amounting to 10,283 
tons. The largest vessel in each fleet can carry about 1,300 
passengers. All sail under the Russian flag, and have head- 
quarters at Libau. The service is fortnightly in each case. 

A new service is being started between’ New York and the 
east coast of South America by the Lamport & Holt Line, 
sailing under the British flag. Steamers are to be sent out 
semi-monthly, the first of the new class being the Verdt, leav- 
ing New York January 20, 1908. The ships will run to the 
Plata in about twenty-one days, including stops at Bahia, Rio 
de Janeiro and Santos. Owing to difficulty in obtaining satis- 
factory coal in South America, these vessels have to carry 
enough from New York (3,100 tons) to make the round trip. 

A new line is to be started in the near future between 
Trieste, Austria, and Charleston, S. C. Regular service is to 
be established for the carrying of both freight and passengers. 

The Compagnie Générale Transatlantique is about to divert 
from New York to Montreal some of the older of the ships 
now visiting the former port. This will make regular service 
from Havre, and will be in direct competition with some of 
the Allan Line steamers. 


92 International Marine Engineering 


FEBRUARY, 1908. 


Published Monthly at 


17 Battery Place 
By MARINE ENGINEERING, INCORPORATED 


New York 


H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 


E. L. SUMNER, Secretary 
and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY GRAVES KOON, Editor 


Branch 
Offices 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Boston, 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine Engineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 
no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 5th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the rst of 
the month. 


Shipbuilding in the United States. 


The tables and diagram in another column show a 
very decided increase for the year 1907, as compared 
with previous years, in American shipbuilding. It 
frequently happens that when such an increase is noted, 
for any one year over a previous year or series of 
years, the gain is found to lie almost wholly in the ship- 
building on the Great Lakes. This time, however, a 
change has occurred, for the gain on the Great Lakes 
is only a small percentage of the total gain for the year. 
It happens that there have been a considerable number 
of large coastwise steamers built during the past year, 
and a few for off-shore trips, such as those to Hawaii 
and Cuba. Many of these vessels have exceeded 4,000 
tons in measurement, and the result has been a very 
great increase, as compared with the previous year, in 
the construction of steel steamers for salt water use. 
As shown in another column, this last mentioned in- 
crease, from 61,528 to 150,155 tons, represents a gain 
of 88,627 tons, or not less than 144 percent. 


If there were orders or inquiries in hand which 
might give rise to a reasonable expectation that this 
state of things would continue, the situation would be 
decidedly encouraging. Unfortunately, however, the 
boom, if such it might be termed, appears to have been 
wholly of a temporary character, and it is more than 
likely that the year 1908 will show a very decided fall- 
ing off as compared with 1907, even though it may pos- 
sibly exceed the figures for 1906 and for the previous 
years. American ship owners and shipbuilders are 
looking earnestly to Congress for some action which 
would place the United States merchant fleet upon 
some sort of a parity with the merchant fleets of many 
of the other countries, particularly in the way of postal 
subsidies. If such action is taken, it is practically cer- 
tain to result in a decided increase in the number of 
vessels built, and it is practically certain that some of 
these would be for foreign service, particularly be- 
tween the United States and some of the South Ameri- 
can countries. 

This is a proposition which has frequently come up 
for consideration, and a year ago such a bill was actu- 
ally passed by both Houses, but the Representatives 
made such radical alterations in the original Senate 
bill that when it got back to the Senate for confirma- 
tion, it was “talked to death.”” The measure has many 
powerful enemies, and many friends. The main fea- 
tures comprise mail subsidies to lines of regular 
steamers to various South American ports, with certain 
conditions as to speeds, extent of service, and other 
points; and, of course, all must fly the American flag 
and be built in the United States. It is confidently ex- 
pected that the passage of some such bill would act as 
a substantial stimulant to the shipbuilding industry— 
and particularly the most important part of it—that 
concerned with the construction of large ships. An 
argument of considerable potency was found in the 
recently developed inability of the American merchant 
marine to provide a sufficient number of suitable ships 
to act as colliers for the battleship squadron, now en 
route to the Pacific coast. 


The New York Motor Boat Show. 


The show which was held in the Grand Central 
Palace from Dec. 7 to Dec. 14, 1907, was notable in 
many respects. The great variety of the exhibits and 
their general quality of interest drew a very large 
crowd to the afternoon and evening sessions, while the 
demonstrations in the morning and afternoon gave 
food for much thought to those who attended the show 
for the serious purpose of looking into the subject from 
the point of view of prospective purchasers. 

Particularly prominent were the smaller types of 
boats, with engines of from I to 10 horsepower, and 
speeds from 5 to 8 miles per hour. The prices marked 
on boats of this character were, in many cases, sur- 
prisingly low, due largely to their being turned out to 


FEBRUARY, 1908. 


International Marine Engineering 93 


identical patterns in considerable numbers—manufac- 
tured, in other words—and to the fact that standardiza- 
tion, particularly in the engine department, has brought 
about a very substantial reduction in the cost of manu- 
facture during the last two or three years. Boats of 
this type carry engines of very staunch build—quite 
different from the light, and in many cases rickety, en- 
gines carried by the modern automobile. As a result, 
the motor-boat engines can be depended upon to 
operate hour after hour with very little care or adjust- 
ment, as compared with which many of their sister 
type are continually getting out of order. The staunch 
construction carries with it, of course, a considerable in- 
crease in weight, but this is one of the many features 
which has helped to reduce the cost of production, in- 
asmuch as the extremely light motors of the other type 
require the utmost refinement in design, material and 
workmanship, and in many cases an extremely low 
value for the factor of safety. 

There were not present this year so many boats of 
the very large and expensive type as were exhibited a 
year ago, but those that were there were of a healthy, 
substantial design, some of them being intended for 
work in rough water at a moderate speed, and others 
for high-speed operation on rivers, lakes and such in- 
closed bodies of water as Long Island Sound. The 
main object of all of these designs seems to have been 
the provision of maximum comfort in minimum space, 
there having been only one boat exhibited which was 
greater than 35 feet in length. 

Aside from the boats, there were scores of engines of 
all sizes and types, from the smallest up to as much as 
75 or 100 horsepower, and a great variety of what 
might be termed auxiliary appliances, such as small 
dynamos for lighting, or other electrical purposes, de- 
vices for measuring speed, searchlights, propellers of 
both the solid and the reversing type, reversing gears, 
and the innumerable odds and ends that go to make up 
the sum total of the outfit of a modern motor boat. 


Modern Marine Transportation. 


The article under the above heading, which we are 
concluding this month, brings up a subject which in 
many of its component parts has been under contem- 
plation by various engineers for some time. The entire 
assemblage, however, of these parts into one harmo- 
nious whole, and their development into working 
shape, is a new departure, and is one which bids fair 
to have a considerable future ahead of it. The whole 
thing is delightfully simple from the point of view of 
operation, and very much can be said in its favor. It 
has not, however, as yet had a practical demonstration, 
and, until that comes, we cannot say with much cer- 
tainty just what the ultimate outcome is to be. 

The proposition to keep the power part of the equip- 
ment almost continuously in operation is thoroughly 


sane, it being a well recognized fact that under present 
conditions very many steamers are stationary consider- 
ably more than one-half of their time, even though 
they may be considered as busy vessels, and may be 
continually supplied with work. By laying up, how- 
ever, for loading and unloading, only that part of the 
equipment comprised by boats carrying cargo, but not 
carrying the main prime movers of propulsion, we 
are getting full returns from the power plant, and a 
consequently much reduced interest and stand-by 
charge per unit of work performed. 

The financial statement worked out in the present 
number has been based entirely upon conditions as 
they exist to-day along the north Atlantic coast of the 
United States. The figures have been obtained from 
thoroughly competent and reliable sources, and we 
are informed that they may be depended upon with 
entire certainty. The saving of the electric unit system 
as compared with the ordinary system, in which a 
single steamer is used to perform the entire work now 
proposed for a fleet of barges, is very marked. Of 
course the figures do not in any sense represent the 
profits which might be expected in either case from the 
operation of either the steamer or the fleet. They do, 
however, represent relative figures in a sufficiently 
exact way to render such a comparison of considerable 
value in connection with the formation of a program 
for carrying into effect the provision of such a fleet for 
the purposes outlined. 

The alternative suggestions made for the use of part 
of the power are interesting, involving, as they do, 
under certain conditions, the provision of refrigera- 
tion, electric lighting, electric hoisting and various 
other functions, all from the one main source of en- 
ergy located in the power boat. The use in these cases 
of absolutely standard equipment, such as can be pur- 
chased at any time in the open market, would make it 
perfectly easy, when one vessel happened to be tied up 
to shore for the purpose of discharging or taking on 
cargo, or for any other purpose, to make proper elec- 
tric connections, and thus continue all these functions 
without more than momentary cessation while the con- 
nections are being made. In this way transportation 
of perishable fruit products, necessitating the use of 
mechanical refrigeration, could be carried out with 
perfect safety to the cargo, and with a reasonable ex- 
pectation that it would be found upon delivery to be 
in good shape. 

The whole proposition is one which certainly merits 
a practical investigation and demonstration of its capa- 
bilities, and it is to be hoped that some enterprising 
manager of a transportation line will see fit in the not 
distant future to give it a thorough trial. It is a 
system which, once started, would readily lend itself 
to indefinite expansion, and hence, if it should prove 
even half as successful as its promoter expects, there 
should be a steady increase, after once the entering 
wedge made itself manifest as a dividend earner. 


94 International Marine Engineering 


Progress of Naval Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports, Dec. 10, 1907, the following percentage of completion 
of vessels for the United States Navy: 


Noy. 1} Dec. 1 
BATTLESHIPS. 
Tons. | Knots. | 
Mississippi......| 13,000 17 | Wm. Cramp & Sons.. ....| 96.82 | 98.01 
Tdahoty eerie | 13,000) 17 Wm. Cramp & Sons.. 89.41 | 91.24 
New Hampshire.| 16,000 18 | New York Shipbuilding ©o.. 80.2 93.1 
South Carolina. .} 16,000 184 | Wm. Cramp & Sons.......... 28.83 | 31.68 
Michigan....... 16,000 184 | New York Shipbuilding Co...| 29.1 33.5 
Delaware ...... 20,000 21 Newport News S.B.& D.D.Co| 2.33 5.08 
North Dakota...| 29,000 21 Fore River Shipbuilding Co..| 4.23 7.84 
ARMORED CRUISERS 
North’Carolina..| 14,500 22 Newport News Co...:....... 93.33 | 95.17 
Montana........ 14,500 22 Newport News Co........... 87.38 | 89.49 
SC OU CRUISERS. 
Chesterseremerrr meron ou, ‘Bath Iron Works.. 92.7 94. 
Birmingham.....|. 3,750 34 Fore River Shipbuilding Com 90.79 | 91.88 
Salem@apeenneice mcs 00. 24 Fore River Shipbuilding Co...) 88.52 | 90.29 
SUBMARINE TORPEDO BOATS. 

Cuttlefish... ... (ain Fore River Shipbuilding Co...| 99. 99. 


ENGINEERING SPECIALTIES. 


Small Steam Yacht Engines. 


Messrs. W. Sisson & Co., Ltd., Gloucester, have confined 
themselves chiefly to high speed, high class machinery for 
yachts, launches, tug boats, passenger and small cargo ves- 


sels, and also make a specialty of small side and stern paddle « 


wheel machinery. 

The illustration shows a compound non-condensing en- 
gine of 280 indicated horsepower, fitted in the Windermere 
launch Elfin, and giving her a speed of 24% statute miles per 
hour. This engine is supplied with steam from a loco-marine 
type boiler, at 1900 pounds working pressure. The valve gear 


FEBRUARY, 1908. 


is of their specially designed single fixed eccentric or “ellip- 
tic” type, all the working joints being made adjustable. This 
type of valve gear is said to be much superior to the ordinary 
link motion, there being no sliding working parts, but pin 
joints, which are easily adjustable for wear. Ample surface 
is provided throughout, and as it is a very easy working gear, 
it will run a long time continuously without needing adjust- 
ment. It is also said to give a better steam distribution than 
the link motion, and is very easily handled. 


“Agrippa’’ Fittings Wrench. 


A drop-forged wrench for use on pipe fittings, which gets 
into the tight, narrow places and bites on irregular surfaces 
where a broader chain wrench would fail, is being placed on 
the market by J. H: Williams & Company, 150 Hamilton 
avenue, Brooklyn, N. Y. It is claimed that this wrench greatly 
reduces the trouble and annoyance which-is always occasioned 
when handling short nipples and flange connections, or jobs 
with a variety of outlets. The wrench has a narrow, powerful 
jaw for both pipe and fittings. The “Agrippa” wrench’ is the 


outcome of the Vulcan chain pipe wrench, which has stood the 
test of many years’ service. 


This wrench is made of all wrought steel with drop-forged 
jaw given a soft temper, and permanently fastened in a 
milled pocket to a solid, forged-steel handle. The chain is 
longer than in wrenches made for pipe only, so that it may 
easily take in large fittings, and is hand made so that there is 
no danger of flaws. This chain'swings from the center, and 
can be used on either side of the jaw. 


A New Expansion Joint for Ammonia. 


The practice of providing for expansion and contraction in 
ammonia work is increasing, particularly on long lines. A 


FEBRUARY, 1908. 


International Marine Engineering 95 


device for this purpose which is well adapted for marine work, 

‘on account of its compactness, is the expansion joint which 

_has recently been placed on the market by the Crane Company, 
‘Chicago. 

This device consists of a semi-steel body, with a sleeve made 

sof extra heavy wrought pipe. To prevent the joint from pull- 

dng apart the sleeve is recessed near the end, and a split ring 


4nserted. Should the line give way, this ring cushions against - 


_+the bushing in the bottom of the stuffing box, thereby holding 
‘the sleeve in place. As the gland studs are made very heavy, 
this ‘construction accomplishes the same purpose as tierods, 
*-with considerable saving in’ space. 
The sleeve is threaded to make an ordinary connection, -The 
other connection is made by screwing the pipe into the body, 
which is recessed to take a square one-piece rubber gasket. 
- The gasket is drawn up with:a gland, forming a perfectly 
tight joint without the use of solder or litharge. The stuffing 
box is made with generous depth, so that repacking is neces- 
_ sary only at long intervals. 


A Two=Cycle Motor... 


The Mianus Motor Works, Mianus, Conn., has brought out 
‘ca new model marine motor for 1908, made from new designs 
and patterns, but retaining all of the previous features. ~It 

is of the two-cycle, two-port, make-and-break type of igni- 
tion. One of the strong claims is for extreme good quality. 
Nickel steel forgings are used instead of ordinary carbon 
steel, tool steel parts insteadof soft steel; cylinders, pistons, 
piston rings and other parts are ground to a perfect fit; in 


“fact material and workmanship are said to be fully equal to 
smotors used on high grade automobiles. 

To take care of a constantly increasing business, the builders 
‘have just completed a new machine shop, built entirely of 
‘concrete and steel. Power is supplied by a 60-horsepower 
“gas producer. The new shop will enable them to more than 
-double their present capacity. 


TECHNICAL PUBLICATIONS. 


Present Day Shipbuilding. By Thomas Walton. Size, 
6% by 834 inches. Pages, 224. Figures, 163. 1907. Philadel- 
phia: J. B. Lippincott Company. Price, $3.50 net. London: 


Charles Griffin & Company, Ltd. 

This work, which is divided into four chapters, is based on 
Chapters III., 1V., VI. and VII. of the author’s “Steel Ships,” 
the material having been revised, enlarged and especially ar- 
ranged to form a complete manual in itself. The preface 
starts out with the remark that in general the appearance of 
the hulls of merchant steamers has not changed much in 
recent years, but that internally very decided improvements 
and numerous modifications have been made in ship construc- 
tion. These have been largely in the way of getting rid of 
obstructions in the holds, such as beams, pillars and cumber- 
some stringers. It is with this new type of construction that 
the work particularly deals. 

The first chapter is very brief, and is devoted to the classi- 
fication of ships; the second chapter outlines the principal 
features and the alternative modes of ship construction; the 
third and fourth chapters, which are of about one hundred 


_ pages each, take up, respectively, types of vessels and details 


of construction. Under the heading of “types” we have discus- 
sions of one, two and three-deck ships; spar and awning deck 
vessels, and the various modifications of these types, with 
description and illustration of the principal structural features 
of many noted ships under these various headings. The de- 
tails of construction take up the subject’ in a very compre- 
hensive manner, with great numbers of sketches illustrating 
the various methods of connecting plates and forming certain 
portions of the ship’s structure. The riveting, butts, frames, 
floors, beams, keelsons and stringers are given close atten- 
tion, while the work goes then into miscellaneous details, 
rudders, masts, bilge keels, pumping devices, etc. 

The great number of illustrations makes the work particu- 
larly valuable, and it is based on the very latest practice in 
its particular line. Among the illustrations might be men- 
tioned an expansion of the outside shell plating of a large 


vessel, showing the arrangement of plates, butts, bulkheads 
and decks. 


Sea Terms and Phrases: English-Spanish, Spanish-English. 
By Graham Hewlett, R. N. Size, 234 by 4 inches. Pages, 368. 
1908. Philadelphia: J. B. Lippincott Company. Price, $1,25 
net. London: Charles Griffin & Company, Ltd. 


This is a pocket-sized glossary comprehending marine and 
general terms in Spanish and English, and is intended for 
the use of naval, army and merchant marine people who oc- 
casionally come into contact with Spanish-speaking nations. 
The vocabulary has been brought as nearly up to date as pos- 
sible, but many old sea terms have been retained, as they are 
frequently found in Spanish literature, and are not well taken 
care of in the usual Spanish dictionaries. At the end of the 
work will be found papers of a Spanish merchant ship in 
Spanish, with corresponding translation into English on the 
opposite page. Following this is a tonnage certificate or a 
certificate of measurement, with corresponding translation; 
also a bill of health, and tables of relative ranks of officers in 
the Spanish and British navies and armies. 


Marine Boiler Management and Construction. 
Stromeyer. Size 6 by 9g inches. 
London and New York, 1907: 
Price, 12s. net ($4.00 net). 


This is the third edition of a work which was issued first in 
1893. It deals entirely with the return tubular boiler, popularly 
known as the “Scotch” boiler, this type having stood the test 
of many years of operation. The main addition in this edition 
has been along the line of materials and better methods of 


lexy7 (1B, 
Pages, 404. Figures, 452. 
Longmans, Green & Company. 


96 International Marine Engineering 


working them, due to a better knowledge of their structures 
and elements. This includes a study of the microscopic 
structures of various steels, and also a study of gas analysis 
and its relation to the up-take and funnel. 

The work is divided into eleven chapters, the last two of 
which summarize the boiler rules of Lloyd’s Register and the 
Board of Trade. The other chapters cover, respectively, 
boiler management, steam and water, corrosion, fuels and 
combustion, heat transmission, strength of materials, mechan- 
ics, boiler construction and design. The numerous illustrations 
are all in the nature of sketches, showing the various parts and 
the strains to which they are subjected, and the methods of 
achieving definite results from given material. The subject of 
riveting comes up for extensive treatment under the heading 
of “Boiler Construction.” A comprehensive index at the rear 
of the volume makes it easy of reference. 


Engine Room Chemistry. By Augustus H. Gill, Ph. D. 
Size, 4% by 7 inches. Pages, 198. Figures, 47. New York 
and London, 1907: Hill Publishing Company. Price, $1 (4s.). 

This little book is designed to place the simple chemistry of 
the engine room at the command of the progressive type of 
engineer who wishes to have all the ins and outs of his pro- 
fession at his finger tips. The aim of the book is to enable the 
engineer to acquire such knowledge regarding the proper 
working of his plant as will enable him to save money for 
the employer, and to increase the efficiency of operation. It 
makes special point of the qualities of lubricants and of flue 
gases; also the quality of fuel and feed-water. 

It is divided into seven chapters, and includes analyses of 
fuels, gas and lubricants, as well as a discussion upon boiler 
scale, pitting and corrosion, and upon the various physical 
and chemical properties of mineral, animal and vegetable oils. 
A good index renders it easy of access. 


The Mechanical World Electrical Pocketbook for 1908. 
Size, 334 by 6 inches. Pages, 247. Figures, 50. Manchester: 
Emmott & Company, Ltd. Price, 6d net. 

This is a new work of size fitted for the pocket, especially in- 
tended for those in charge of electrical plants and machinery, 
and for power users and others interested in the industrial ap- 
plication of electrical power. Attention has been particularly 
directed to the mechanical side of electrical engineering, with 
full discussions of such matters as belt and rope drive, worm 
gears, rawhide pinions and electrical cranes and pumping; but 
no attention has been paid to telegraphy, telephony or the de- 
tails and refinements of electric traction and dynamo design. 

The work starts out with a discussion of the various elec- 
trical units, going thence into dynamos and motors and 
methods of distributing electrical energy. Switches, and the 
care of electrical machines and instruments are given con- 
siderable attention, particularly with regard to defects of 
dynamos and motors. A large number of tables will be found 
in the book, including wiring, power of dynamos, various 
mathematical tables, metric conversion factors, etc. Certain 
of the chapters take up the subject of galvanic and storage 
batteries, electric measuring instruments, lamps, and a very 
brief discussion of prime movers. At the end of the work is a 
diary for 1908. A complete index at the beginning adds much 
to the value. 


List of Merchant Vessels of the United States, 1907. 
Size, 8% by 9% inches. Pages, 408. Washington, 1907: 
Government Printing Office. 

This work is divided into five parts, including sailing ves- 
sels, steam vessels, unrigged vessels, loss of American vessels 
and government vessels. Under the latter heading is a list of 
the vessels of the United States Navy, giving the main par- 
ticulars of dimensions, displacements, tonnage, speed and 
power; the vessels in the quartermasters’ and engineer depart- 


FEBRUARY, 1908. 


ments of the United States Army; the vessels of the revenue 
cutter service; of the lighthouse establishment; of the public 
health and marine hospital service; of the Coast and Geodetic 
Survey; of the Bureau of Fisheries, and of the Immigration 
Bureau. 

The main part of the work is taken up with lists of all the 
merchant vessels of the United States, arranged in alphabetical 
order according to name. These three parts of the work show 
the official numbers, signal letters, rig, gross and net tonnage. 
length, beam and depth, crew, the date and place of construc- 
tion and the home port. 


Record of American and Foreign Shipping. Size, 8 by 
9% inches. Pages, 1,190. American Bureau of Shipping, 66 
Beaver street, New York. Price, $15 (£3-1-4). 

The volume for 1908, which is the fortieth annual issue of 
this register, is now being delivered to subscribers, The 
record contains full reports and particulars of 12,347 vessels, 
tanging from the ketch to the full powered transatlantic 
liner, and flying the flag of every nation, alphabetically ar- 
ranged, with much detail as to build, ownership and condi- 
tion. This information forms the bulk of the annual volume, 
but it also contains rules for the construction and classifica- 
tion of all classes of vessels, with illustrations and tables of 
great technical and practical value; revised rules for the con- 
struction of machinery and boilers, electric installations and 
refrigerating apparatus on shipboard. 

The volume contains names of vessels which have been 
changed; list of compound names arranged alphabetically by 
last word of name for ready reference; list of addresses of 
prominent shipbuilders, drydocks and marine railways of the 
United States; list of owners of vessels; all of much. value to: 
the shipping interests. The work is approved and indorsed by 
the important boards of underwriters of the United States, 
and is accepted by the merchants and underwriters through- 
out the world as a standard classification of shipping. Sup- 
plements to the volume, issued semi-monthly, keep subscribers. 
informed of new vessels constructed during the year, with 
reports of repairs to old vessels, and other useful information. 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


Q. 389.—(1) What is the heat value of wood alcohol in B. T. U.? 
Also of grain alcohol? 

(2) What is the greatest velocity that can be imparted to water by 
steam at 150 pounds pressure by connecting several injectors in 
tandem? GAGE: 


A—(1) The heating value of pure or absolute grain al- 
cohol has been differently determined by various investiga- 
tors, but the values range close about 12,000 B. T. U.-per 
pound. A value 11,664 has been often used. These values 
must be reduced when the alcohol is not pure, to allow for 
the amount of water present. Thus we shall have approxi- 
mately the following values: 

Heating value 
per pound, B. T. U. 


Percentage of 
alcohol by volume. 


95 10,880 
9c . 10,080 
85 9,360 
80 8,630 
75 7,920 
70 7,200 


For pure methyl or wood alcohol the heating value per 
pound has been determined at about 9,500 B. T. U., or slightly 
more than three-quarters that of ethyl or grain alcohol. 


FEBRUARY, 1908. 


International Marine Engineering 97 


It may be noted that the small proportion of wood alcohol 
used in denatured grain alcohol does not seriously affect the 
heating value of the latter as compared with the pure spirit, 
especially if certain other substances are added in small pro- 
portions, which may tend to counterbalance the loss of heating 
value due to the use of the wood spirit. 

(2) The greatest velocity which can be imparted to water 
by steam at 150 pounds pressure will depend entirely on the 
relative proportions in which the steam and water are joined 
in the mixing chamber of the injector. Steam at this pressure 
would escape into the atmosphere at a velocity of some 2,800 
feet per second. In the operation of an injector a very com- 
mon proportion is about 12 pounds of water to 1 pound of 
steam. The combination will then have a velocity of about 
215 feet per second. If more water is combined with the steam 
the velocity will be lower, and if less, it will be higher, up to 
a maximum of about 2,800 feet per second for a pure steam 
jet. In general, if + is the number of pounds of water handled 
by 1 pound of steam, then the velocity of the combination in 
feet per second will be about 2,800 ~ (1 + 1). WW, 185 ID), 


Q. 390.—A fore and aft compound surface condensing marine en-— 


gine, cylinders 20 and 40 inches with 26-inch stroke; boiler pressure 
125 pounds and receiver pressure 10 pounds; low-pressure piston has 
no tail rod, and gives considerable trouble in knocking against cylinder 
wall in passing top center. This occurs only when the boat is listed 
or in a seaway; the engine runs smoothly otherwise. The springs hold 
the piston steady only a short while, when they have to be renewed. 
Is this due to excessive weight of piston? Please inform me as to 
the proper construction, weight, etc., of a piston for such owe 


A—It would probably take an examination of the engine to 
determine the cause of its giving trouble in connection with 
the low-pressure piston. From what you say, however, we are 
inclined to believe that the seat of the trouble lies in the con- 
nection between the piston and the piston rod. Unless the 
bearing in this case is of considerable length and very ac- 
curately adjusted you will be liable to have considerable 
trouble of the sort indicated. It is possible that there is 
some little play in this joint, which would make the piston 
bind during a certain part of the stroke. 


Q.. 391.—Will you explain with sketches the turbine system used on 
the Cunard liners Mauretania and Lusitania. I particularly desire in- 
formation as to the manner in which the propeller is reversed. Is this 
done simply by transferring the steam from one end of the shaft to 
the other and allowing it to escape? at, IMI, US 


A—tThe propeller is reversed by simply transferring the 
steam from one end of the turbine cylinder to the other. To 


Exhaust Pipe 


Cylinder 


Main 


Astern Steam Inlet 


Steam Inlet Shaft 


Bearing 


go ahead, the steam is admitted to the forward end, and im- 
pinges on suitably arranged turbine vanes. The astern tur- 
bine is composed of vanes arranged in the opposite direction, 
and the steam is admitted at the after end of the cylinder, 
means being provided that steam cannot possibly be admitted 
to both ends at once. The steam passes direct to the condenser 
through a common exhaust pipe. When not working, the 
astern turbine revolves idly in a vacuum. The sketch shows 
the outline of this arrangement. 13, ML, S 

In actual operation, the steam from the throttle passes 
through a ring or girdle of stationary guide blades, by which it 
is directed upon a ring of blades or vanes mounted on the 
rotor at an angle, much like the blades of a wind-mill. The 
action of the steam gives this rotor an impetus. The steam 
then passes through a second set of guide blades, which direct 
it upon a second ring of rotor blades, to which it imparts a 
further impetus. In this way the steam traverses, in a sort of 
zigzag path, the length of the turbine. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
1D), (C, 


868,774. DREDGING APPARATUS. THOMAS R. GOTH, SAN 
FRANCISCO, CAL. 

Claim.—5. In a dredger, a submerged or partially submerged pipe, 
and a rotary snail-shell shaped digger at the extremity of said pipe, 
said digger having a single cutting edge and a single inlet opening in 
its periphery. 

18. In a dredger in which material is drawn and forced through and 
beyond an intake pipe by the action of a hydraulic giant, means for 


freeing the intake pipe, comprising a varve located beyond the giant 
and adapted to close the discharge passage; whereby the stream from 
the giant is forced backwardly through the intake pipe. Nineteen 
claims, 

870,738. BOAT. CHARLES H. MYERS, BUFFALO, N. Y. 

Claim.—2. In a boat, the combination with a body member having 
a bottom and a chamber depending below said bottom of a keel member 
secured to the body and located below the bottom thereof, said keel 


Er 
rt 
|_| _===_=_= 


member having a pocket between its ends that receives the depending 
chamber, and being furthermore provided with air chambers locate 
on opposite sides of the pocket. Eight claims. 


870,758. BOAT-PROPELLING DEVICE. 
MANDARIN, FLA. 7 

Claim.—1. The combination with a floating vessel, of a driving shaft 
provided with a crank, means for rotating said shaft, a bar pivotally 
connected with the crank, a paddle on the lower end of said bar, and 
a stay-rod pivoted at its lower end to the vessel and at its upper end to 
the upper end of the bar carrying the paddle. . Two claims. 

870,928. LIFE BOAT. ROBERT A. BROWN, CHICAGO. 

Claim.—1. A life boat comprising a closed outer shell, a car journaled 
within said shell on an axis disposed longitudinally, and free to rotate 
with respect to the outer shell, said outer shell being of non-circular 
transverse section below the axis of said car and being closer to said 


WHITING ARNOLD, 


car at each side of the axis thereof and near the middle of the bottom 
than at intermediate points, and ballast compartments formed at each 
side of the middle in the space between the car and hull, the inner sur- 
faces of said compartments being of substantially circular transverse 
section and concentric with the axis of said car, and said compartments 
being spaced apart to allow the car to hang close to the outer hull be- 
tween them. ‘Three claims. 

871,453. TANDEM TORPEDO TUBE. LAWRENCE Y. SPEAR, 
MILTON, MASS., ASSIGNOR TO ELECTRIC BOAT COMPANY, 
NEW YORK, A CORPORATION OF NEW JERSEY. 

Claim.—1. The combination with a plurality of torpedo tubes ar- 
ranged in tandem relation, of firing mechanism associated with the 


forward tube, means for establishing a firing passage from an after 
tube through the forward tube, and firing mechanism associated with 
that after tube, whereby a plurality of torpedoes may be discharged in 
rapid succession. Eleven claims. 


98 International Marine Engineering 


FEBRUARY, 1908- 


871,050. 
WASH. 

Abstract.—This invention relates to the propulsion of marine or 
aerial vessels; and its object is the provision of devices of this char- 
acter which will be of simple and inexpensive construction, and which 
are capable of. propelling a vessel at a high rate of speed with a rela- 
tively small consumption of power. To these ends the invention con- 
sists of a flexible blade which is adapted to be swept from side to side, 
and to act against the buoyant fluid to propel the vessel through a 
succession of reacting impulses. Two’ claims. 

871,467. KEEL-BLOCK FOR SHIPS. THOMAS H. ALCORN, 
PHILADELPHIA, PA. 

Claim.—1. In a device of the character described, movable supports, 
blocks carried by said supports, and means in engagement with the sup- 


PROPELLER. .FREDERICK A. DOUSE, SEATTLE, 


rbd 


SSS) 


ports for operating said supports whereby the blocks are lowered, and 
for returning said supports to their normal position. Seventeen claims. 

871,469. AUTOMATIC COALING APPARATUS. . AUGUST 
BLIEDUNG, HAMBURG, GERMANY. ; 

Claim.—In a coaling apparatus, a deck, a chamber benéath the deck 
and having lower openings, rollers within the chamber,:a chain en- 
gaging the rollers and arranged in a plane parallel to the deck, and 
buckets carried by the chain. One claim. 

871,544. DREDGE. JOHN B. WEBBER, JR., TOLEDO, OHIO, 
ASSIGNOR TO ALEXANDER BACKUS, TOLEDO. 

Clatm.—1. A hydraulic dredge having a suction pipe, a rotary head, 
a driving shaft therefor, a pivotal mounting for the shaft and pipe, 
and a thrust bearing for the shaft adjacent the mounting. Six claims. 

872,088. CANOE AWNING. WILLIAM B. SHERMAN, DOR- 
CHESTER, MASS. 

Claim.—2. In an awning, a plurality of ribs carrying an awning cloth, 
a supporting rod, an upper rib-ring moving freely on said rod, a slid- 


NUTT 


ing sleeve mounted on said rod, a lower rib-ring secured to the base of 
said sleeve, the top of said sleeye engaging with said upper rib-ring 
when the awning is opened, and maintaining said rings at a fixed dis- 
tance from each other. Six claims. 

872,389. BOAT. ELAH TERRELL, COLUMBUS, OHIO. 


Abstract.—The invention has for its object the provision of a novel 
construction for a power-driven boat, the construction being such that 


the action of a propeller exhausts the water from in front of the boat 
and the follow wave, kicked up by the propeller, acts against an in- 
clined plane bottom in such manner that the follow wave-acts to drive 
the boat forward. Three claims. 


British patents compiled by Boughton & Co., patent agents, 
276 High Holborn, London, W. C. 


14,617. VALVES. H. RUSTAD, LINDSAY, CANADA. : 

Relates to valves of the kind that can be ground after being seated. 
The screw spindle is in engagement with a nut having recesses in en- 
gagement with lugs in the bonnet, which covers the body portion of 
the valve casing. A spring tends to press the nut down. The lower 
end of the valve spindle is enlarged and provided with lugs which lie 
in recesses formed in the valve, the recesses being larger than the lugs, 
so that when the valve is fully down, the further turning of the 
spindle in either direction causes the valve to be ground in its seat. A 
nut secures the valve to the spindle. 


<ul: MARINERS’ COMPASSES. G. W. HEATH, CRAYFORD, 
SINT. 

The gimbal knife-edges rest in saddle pieces, connected by hori- 
zontal springs to sockets on brackets, which are attached to the piece 
on the binnacle bowl by milled nuts. The cylindrical rim of the bin- 
nacle bowl has formed on it a second bead, between which and the upper 
bead engages the bolt of a locking device, for the binnacle top, which is 
operated by a pin engaging a cam groove in a rotatable cap. The cap 
rotates about the stud, and is limited in its movement by a notch in 
the cap engaging a stop on the base. The glazed bezel is attached to the 
compass bowl by studs thereon engaging a flange in a rotatable knob 
on the bowl, an opening in the flange allowing the stud to be inserted. 
For taking rapid cross-bearings, a glazed ring is rotatably fitted in the 
cover, and has hinged to it sighting-leaves; or a conical sight vane may 
be employed, provided with a graduated glass disk attached to the 
metal plate, which is rotatable on a spindle mounted on gimbals. A 


double pointer is secured to the hollow stem_of the vane, which may- 
be clamped to the spindle, which carries a fixed pointer. 


15,120. BOAT DISENGAGING GEAR. E. EKBLOM, PLAIS- 
TOW, LONDON. 


The boat is suspended from hooks secured to chains attached to a 
The shafts are mounted in bearings 
By removing: 


rotatable shaft by other hooks. 
and are provided with arms normally secured by a lever. 


a stop-pin and folding down the lever, the arms are released and the 
rotation of the shafts releases chains, putting the weight of the boat on: 
the second chains. . When the pull comes on these chains; hooks are 
drew nrouty of engagement with links, and the boat is released from 
the falls. 


16,892. SCREW PROPELLERS. C. J. H. FLINDT, OROSUNDS- 
GADE, COPENHAGEN, DENMARK. ; 
In propellers formed of blades fixed to a relatively large hub, each 


blade is split longitudinally at the broadest end into two parts, the 
inner tip being of larger pitch than the outer. 

16,091. STEAM CONDENSERS. T. W. AND W. W. NICHOLS, 
GATESHEAD, DURHAM. 

In a horizontal steam condenser of the concentric tube type the 
tubes are slightly inclined, while various draining passages are provided 
to carry off more rapidly the water of condensation.. The outer and 
inner tubes communicate with end chambers formed by tube plates.’ 


LA ITIL ITA 
Q 9 


a) a 9~a~o fs) ) : 
SoS Basta oT totortstontiertenees ented 
yi 
a 


IIIT LAI 


The-tubes are fixed to the tube plates by means of perforated sleeves: 
and gland nuts, the arrangement of which may be slightly varied. The 
end compartment, divided by a diaphragm, is connected by ducts with 
the main chamber, which is also divided by a curved plate having a 
drain groove. Water flows through the annular spaces between the 
concentric tubes, and is caused by baffies, inserted in the end chambers, 
to pass backwards and forwards through the condenser. 


16,369. COLLAPSIBLE BOATS. C. ADDISON WILLIAMSON, 
KOOLUNGA, SUFFOLK. . a 

In collapsible boats of the kind which are formed with a rigid and ~ 
approximately flat bottom and a gunwale connected to the bottom by | 
flexible sides, the seats have legs hinged under them, by which the 
boat is maintained in its extended position. The bottoms of the legs 


rest on the inside of the bottom of the boat, and are connected to- 


To collapse the boat, the rope is pulled, causing the . 


gether by a rope. ) 
When the boat is in the open po- 


legs to assume a horizontal position. 
sition, the rope is placed over a hook. 


16,556. LOADING AND UNLOADING VESSELS. T. G. F. 
McCOMBIE, MONKSTOWN, DUBLIN. 4 

For coaling or loading ships at sea, a tube is connected at one end 
to a feeding apparatus on the collier and at the other end to a port in 
the side of a vessel towed by the collier, the joint being watertight. 
Bags of coal are fed along the tube on the collier, and are delivered 
into a flexible tube, which conveys them through the port into the 
vessel. The feeding apparatus consists of slide plates which engage a 
screw shaft and are thus moved along, pushing the bags in front. The 
slot in the bottom of the tube is turned at right angles, and so the 
slide plates on reaching this point automatically drop out of action. 


International Marine Engineering 
MARCH, 1908. 


THE NEW BRAZILIAN LINER VERDI. 


This new steamer, which was built and engined by Work- 
man, Clark & Company, Ltd., Belfast, has been especially de- 
signed for the carriage of cargo and passengers between New 
York and the east coast of South America. She sailed from 
New York on her first trip on Jan. 20. It is the intention of 


The ship is rated as a two-deck and shade-deck vessel, 
schooner rigged, and has a gross tonnage of 6,578, the net 
tonnage being 4,180. The length is 430 feet 4 inches, with a 
beam of 53 feet 4 inches and a depth of 43 feet 6 inches. With 
a draft of 24 feet 114 inches the displacement is 11,200 tons, 


FRONT SIDE OF THE TRIPLE EXPANSION -ENGINE OF THE BRAZIL LINER VERDI. 


her owners, the Lamport & Holt Line, to establish a semi- 
monthly service, three other similar steamers being now under 
construction. The construction of the vessel and machinery 
has been carried out under the supervision of the British 
Corporation surveyors to qualify for the highest class in their 
registry, while the requirements for the Board of Trade 
passenger certificate have also been fully complied with. 


and the tons per inch are 46. When carrying dead weight of 
7,650 tons the displacement becomes 12,400 tons, and the draft 
26 feet 314 inches. With 7,940 tons dead weight and a draft 
of 26 feet 10 inches the displacement is 12,690 tons. With 
8 220 tons dead weight and 12,970 tons displacement, the draft 
is 27 feet 414 inches. There are eight water ballast tanks, 
with a total capacity of 1,095 tons. 


100 


Special attention has been given to the first-class passenger 
accommodation, which is arranged amidships on the upper, 
shelter, bridge and promenade decks. One very noticeable 
feature is the great headroom of g feet between decks. The 
fifty-one staterooms for first-class passengers are designed for 
accommodating 102 persons. By making use, however, of the 
settees 153 may be carried. Arrangements are also provided 
for 52 second-class and 196 steerage passengers. 

The large and well-appointed staterooms are arranged along 
the sides of the vessel, and designed to give the maximum of 
comfort in a hot climate. Several pairs of these rooms have 
communicating doors, so that they can be occupied as family 
suites if so desired. These staterooms are tastefully fur- 
nished in mahogany, and, the walls being enameled white, 
have a comfortable, cool appearance, which will be much 
appreciated in the warm climates for which the vessel is in- 
tended. 

The dining saloon is a handsomely designed apartment, 
placed at the forward end of the bridge house and extending 
the full width of the vessel. The walls. are paneled in light 
oak, with gold ornaments, while the ceiling is finished in white. 
The furniture, which is all in oak, of the same shade as the 
paneling, has been arranged on the restaurant principle, seats 
for 106 persons being provided. This apartment is efficiently 


International Marine Engineering 


Marcu, 1908. 


a thorough system of mechanical ventilation having been in- 
troduced. Second-class accommodation has been provided in 
the poop, where a number.of commodious staterooms have 
been arranged at the sides of the vessel, with the dining saloon 
in the center. The captains’ and officers’ quarters are located 
in a steel house situated upon the bridge deck, convenient to 
the navigating bridge, while the engineers’ and petty officers’ 
rooms are placed along the starboard side of the vessel on the 
upper deck, convenient to the engine-room entrance. 

The four large holds into which the cargo space is divided 
are almost entirely free from obstruction, the decks being 
supported by fore-and-aft girders in place of the usual system 
of hold pillaring. This arrangement affords ample space for 
the storage of the largest class of consignments, such as loco- 
motives, railway carriages, boilers, etc., while in anticipation 
of this class of cargo the hatchways have been constructed as 
large as possible. Each of the hatchways is equipped with 
four steam winches of the most powerful type, with a suitable 
number of derricks, capable of handling a full cargo in the 
most expeditious manner. 

The ship is propelled by one screw operated by a triple- 
expansion engine with cylinders 28, 47 and 78 inches in 
diameter and a stroke of 57 inches. This gives 3,850 indicated 
horsepower with 200 pounds boiler pressure and a designed 


BROADSIDE VIEW OF THE LAMPORT & HOLT LINE STEAMSHIP VERDI, 


lighted by large cottage windows at the fore and large round 
lights along each side. From the after end of the saloon a 
well-proportioned oak staircase leads up to the entrance hall 
on the bridge deck and the saloon lounge on the promenade 
deck. The entrance hall gives access to the bridge deck, at 
each end of which sheltered recesses have been arranged, and 
provided with comfortable garden seats. 

The saloon lounge on the promenade deck is a luxurious 
apartment, the walls and ceiling of which are finished in white, 
the paneling being relieved with beautifully painted medallion 
portraits of the world’s famous musicians, done in Bartolozzi 
style, the portrait of Verdi, the famous composer, being placed 
over the piano. The furniture, consisting of bookcase, writing 
tables, chairs and settees, is in light oak, the seats being up- 
holstered in tapestry. The room is lighted by large cottage 
windows, shaded by dainty-colored silk curtains. The boat 
deck affords ample space for promenading, and on this deck 
is the smoke room, which is handsomely paneled and furnished 
in walnut, the settees and chairs being upholstered in crimson 
leather. Adjoining this apartment, a well-sheltered alcove has 
been built and suitably furnished with tables and comfortable 
chairs, affording a pleasant lounge in the open air. 

The sanitary arrangements and the ventilation of all the 
compartments have received especial attention, and will be 
found to be of the most up-to-date and satisfactory character, 


WITHOUT CARGO ABOARD, 


speed of 12.75 knots. The speed on trial, Dec. 18, 1907, was 
14.15 knots. The crank shaft has a diameter of 157 inches, 
the line shaft 15 inches, and the propeller shaft 17 inches. The 
propeller is of bronze, with four blades, and has a diameter 
of 18 feet 6 inches. It is set to a pitch of 19 feet, which gives 
a pitch ratio of 1.026; the pitch is adjustable down to 18 feet. 
The engine room is 67 feet 6 inches long. , 

There are three double-ended Scotch boilers, measuring 15 
feet 6 inches in mean diameter by 18 feet in length. Three 
furnaces in each end of each boiler make a total of eighteen 
fires. These furnaces, which are corrugated, have each an 
internal diameter of 45 inches. The total heating surface of 
the boilers is 13,430 square feet, with 354 square feet of grate. 
This makes a ratio of 38 to 1. A single-ended donkey boiler, 
operating at 110 pounds pressure, measures 14 feet in diameter 
and 10 feet 6 inches long; it has three furnaces. 

The regular coal bunker stowage capacity, figured on a basis 
of 43 cubic feet per ton, is 1,415 tons. On the same basis, the 
capacity of the reserve bunkers is 1,802 tons. This makes a 
total of 3,207 tons. It is estimated that the ship will require 

twenty-two days to reach the Rio Plata, and that the coal con- 
sumption will be 65 tons per day. This makes 1,430 tons, and 
with 40 tons for use in the harbors of Bahia, Rio de Janeiro 
and Santos, the requirement calls for 1,470 tons. As it is out 
of the question to obtain satisfactory coal in South America 


Marcu, 1908. 


at a satisfactory figure, the ship has to carry from New York 
enough coal for the round trip. There is provided for home- 
ward steaming I,510 tons and a margin of 150 tons, or a total 
of 1,660. This makes the total coal requirement on leaving 
New York 3,130 tons. 

The equipment includes two Hall’s bower anchors. of 79 
cwt. each, and one of 67% cwt.; a Rodgers stream anchor of 
2234 cwt.; a Rodgers kedge of 9% cwt.; 300 fathoms of 
23-inch stud link chain, and go fathoms of I 5/16-inch stream 
chain. There are two fresh water tanks, with a capacity of 
5,950 gallons each. | 7 


/ 


THE HEATING AND VENTILATING OF SHIPS./~ 


BY SYDNEY F. WALKER, M. I. E. E. 


FORMS OF HEATING APPARATUS WITH HOT WATER, 


Hot-water apparatus for heating rooms, cabins, alleyways, 

corridors and so on may consist simply of pipes laid around 
the rooms, the saloons, -etc., and through the corridors; or, as 
is more frequently arranged, what are termed “radiators” 
may be employed. The term radiator is a misnomer. As is 
explained below, the heat delivered by the heating appliance is 
only partly by radiation. On the other hand, the plain pipes 
that were employed in the early days of steam and hot-water 
heating are quite as much radiators as the forms of apparatus 
usually so denominated. Any pipe in which hot water or steam 
is passing gives off heat at a rate directly proportional to the 
_ difference of temperature between the water and the air on 
the outside, and again in direct proportion to the extent of 
surface exposed, and directly to the conductivity of the sub- 
stance of which the pipe is composed, and inversely in pro- 
portion to its thickness. 

This law in its simple form is, however, applicable only to 
small differences of temperature and small values of tempera- 
ture of the surrounding air. The heat is given out in two 
ways, by radiation and by convection. Heat passes from a 
heated body in all directions, through the air and whatever 
substances may surround it, by what is called radiation. Ra- 
diant heat, as the heat delivered by radiation is termed, has 
the peculiar property that it passes through air without de- 
livering much heat to the molecules of the air itself. Heating 
from fires, stoves, etc., though it is due almost entirely to 
radiation, arises from the fact that the radiant heat is ab- 
sorbed by the articles of furniture in the room, by the walls, 
etc., and is afterwards given out by them, partly by re-radia- 
tion, partly by convection, and partly by conduction. In addi- 
tion to the above, any heated body present in air, as in any 
room, cabin, corridor, saloon, etc., gives rise to convection air 
currents. The air in the neighborhood of the heated body be- 
comes warmer than that slightly removed from the body and 
is pushed upwards by the weight of the colder air, a fresh 
supply of air taking its place, becoming heated again, and so 
on, the result being that a continual circulation of air is pro- 
duced, until the temperature of the room is raised to that of 
the heated body, or as long as heat is delivered to the body, 
and is carried off by the surrounding air. Every heated pipe 
and radiator, therefore, gives off heat both by radiation and by 
convection, or, as it is sometimes termed, by air contact. 

Different bodies have different radiating properties. Cast 
iron, for instance, radiates 0.65 B. T. U. per square foot per 
hour for each degree F. difference of temperature between itself 
and the surrounding atmosphere; wrought iron, 0.57 unit; 
rusted cast or sheet iron, 0.67 unit. The heat. distributed by 
convection is independent of the nature of the heated body, 
but varies with the form of the body. Cast iron, wrought 
iron, wood, etc., if heated to the same temperature, give rise to 
the same distribution of heat, but the quantity given off varies 
with the form. The quantity of heat delivered by any hot- 


International Marine Engineering 


IOl 


water pipe or radiator depends directly upon the difference of 
temperature between the body and the air, upon the surface 
of the heated body exposed to the air, and upon its form. This 
again, as with radiation, is true only for low figures. When 
the difference of temperature between the heated body and the 
surrounding air does not exceed 30 degrees F., and when the 
temperature of the air surrounding the body does not exceed 
60 degrees F., the above laws for radiation and for convec- 
tion or air contact hold good; but when the difference of tem- 
perature exceeds the above figure, and when the temperature 
of the air surrounding the heated body exceeds 60 degrees F., 
the rate at which heat is delivered to the air increases, and at 
a very much more rapid rate than the increase of the dif- 
ference of temperature. 

The French savants Dulong and Petit experimented upon 
the subject some years ago, and their experimental facts have 
been confirmed by another French savant, Peclet, whose name 
will be remembered in connection with the laws of transmis- 
sion of heat in refrigerating matters, and they have produced 
some very complicated formulae, which need not be given 
here, but from the results of which Mr. Thomas Box, whose 
standard book on “Heating” is well known, has worked out a 
table of what he terms ratios, representing the number by 
which the result of the simple laws referred to above must be 
multiplied, to give the correct results. The multiplier or 
ratio, as -Box calls it, ranges from unity up to six. That is to 
say, the results obtained by applying the simple laws given 
above, for the quantity of heat delivered by a hot water or 
steam pipe, with a certain difference of temperature, and the 
other conditions as mentioned, have to be multiplied by a 
factor varying from a trifle over one up to six, to obtain the 
actual results. It will perhaps be sufficient if a few figures 
are given. ‘ : 

For a difference of temperature of 108 degrees, which is ap- 
proximately that which would rule between the temperature 
of water in a hot-water radiator at 173 degrees F. and the sur- 
rounding air under conditions showing a temperature of 65 
degrees F., the multiplier is 1.4. For a difference of tempera- 
ture of 160 degrees F., which is what would probably rule 
with steam heating, the multiplier is in the neighborhood of 
1.6. Approximately, therefore, for the conditions of heating 
by hot water or steam, the laws. given above will show the 
quantity of heat delivered to the air, when a multiplier of 1.5 
is brought into the equation. 

Taking ordinary working conditions, the formula for the 
quantity of heat delivered by a hot-water radiator would be 
as follows: 

O=R @— th) KX r4a- A G— TH) «14, 
where Q is the quantity of heat in B. T. U. delivered to the 
air per hour, for each square foot of surface of the radiator 
exposed to the air; R is the rate at which heat is delivered 
by radiation; A that by convection, and T and 7; are the tem- 
peratures of the radiator and the surrounding air. 

It was mentioned above that the form of the heated surface 
exercises an influence upon the heat delivered to the air by 
convection currents, or, as it is termed, by contact. Thus a 
sphere delivers very much more heat per unit of surface, and 
with a given difference of temperature, than either a vertical or 
a horizontal .cylinder. The apparatus most employed in 


_ heating, by hot water or steam, is either a horizontal cyl- 


inder in the form of pipes fixed as explained, or vertical pipes 
in the forms that have been given to radiators. For hori- 
zontal pipes, the quantity of heat delivered to the air in con- 
tact with the pipe, for every degree F. difference of tempera- 
ture, and for every square foot of surface of pipe, for the 
pipes usually employed, is as follows: With 2-inch pipe, 
0.728 unit; 3-inch, 0.626; 4-inch, 0.574;. 6-inch, 0.523 unit. 
These figures are the values of A. For radiators the problem 
is rather more complicated, in the matter of convection. 


102 


The French savants referred to have threshed the matter 
out, and have produced some formulae applicable to all cases, 
as a result of their experiments, and the formulae are appar- 
ently pretty correct ‘in practice. They are very complicated, 
however, and it will be perhaps sufficient if it be mentioned 
that heat liberated by convection from a sphere is consider- 
ably more for any given surface, and in a given time, than 
from a cylinder; and again the heat liberated from a hori- 
a given diameter, is usually more than 
The rates 
for horizontal cylinders given above were taken from Mr. 
Box’s book. 

The rate with vertical pipes does not appear to have been 
measured, but Professor Carpenter* and others have made 
some very interesting experiments upon radiators of different 
forms, heated by steam and hot water. The radiators experi- 
mented on were of various forms, among them those shown in 


zontal cylinder, of 
from a vertical cylinder of the same diameter. 


the drawings; also some consisting merely of iron pipes of 
different diameters and different lengths, arranged some hori- 
zontally and some vertically; also pipes and other arrange- 
ments with ribs cast on them, brass tubes plain and corru- 
gated, and other forms. The net result of the experiments 
conducted by Carpenter, and by others whose work he quotes, 
appears to be a liberation of heat, the combined effect of radi- 
ation and convection, ranging from 1,25 B. T. U. per square 
foot of surface per 1 degree F. difference of temperature be- 
tween the heated surface and the surrounding air, per hour, 
bh) wo) Aiko) 1, I, W, 

The best results are obtained with pipes or radiators of 
small sectional area, the highest having been obtained from a 
plain wrought-iron pipe I inch in diameter, 100 feet long, in 
a single horizontal line. Increasing the size of the pipes or 
the radiator equivalent, though increasing the total amount 
of heat liberated from a given length of radiator or pipe, de- 
creases the raté per square foot per degree, etc. 
upon the outsides of pipes, which has been adopted by some 
manufacturers, with the idea that the increased surface gives 
increased liberation of heat, are shown by the experiments 
quoted by Professor Carpenter to have the opposite effect. 
Thus, a plain cast-iron pipe without ribs liberated 2.54 B. T. U. 
per degree per hour, while a similar pipe, ribbed, liberated only 
1.72 units. Cast iron gives better results than wrought iron, on 
account of its higher radiation, apparently, and brass gives a 
very low result. As mentioned above, the rule with practical 
heating and ventilating engineers is to estimate for a libera- 
tion of 1.6 to 2 units per degree F. per square foot per hour. 
In the writer’s view, in laying out heating appliances, it will 


Fixing ribs 
to) 


be wise to estimate for the liberation of heat at a rate not 
exceeding 1.5 B. T. U. per square foot of surface of the ra- 
diator exposed, per 1 degree F. difference of temperature, per 
hour. 

It will be easily understood that the above are standard 
figures, and that for any given increase of temperature de- 
sired, say of the air in a room, all that is necessary is to con- 
vert the rate of liberation of heat given into increase of 
temperature of air, and then to divide by the number of 
Thus, 
1 B. T. U. will raise by 1 degree F. the temperature of about 
55 cubic feet of air, if in the neighborhood of 60 degrees F.; 
or, it will raise the temperature of 11 cubic feet by 5 degrees 
F., and so on. 


degrees by which the air temperature is to be increased. 


All that is required to find out what quantity 
of heating surface is necessary, is to apply the following 


C (T— T1) 


formula: S)= where S is the radiat- 
55 X 1.5 X (72—T:) 

ing surface in square feet; C is the cubical contents of the 

room to be heated, in cubic feet; 71 is the temperature of the 


* Cornell Ithaca, N. Y. 


University, 


International Marine Engineering 


Marcu, 1908. 


air when heat is applied; 7 that to which it is to be raised; 
T. that of the radiator. 

In the above it will be understood that the question of venti- 
lation has not been considered at all. Heating appliances are 
considered entirely by themselves, and on the supposition that 
the common practice is followed, of placing the heating ap- 
paratus in any convenient position in the cabin, saloon, etc., 
and irrespective of any mechanically-produced air current; and 
the heating effect produced by the apparatus is such as would 
follow on the lines of what would be called natural ventila- 
tion. The temperature of the room in which the appliance is 
fixed is raised to a certain figure by the operation of radiation 
and convection currents as explained, but without any control 
having been exercised over the-air. ; 

Also, in the above formula the heating up of air only is 
considered when the room is cold and heat is turned low; but 


FIG. 9.—DOUBLE-TUBE 


AND SINGLE-TUBE RADIATORS FOR STEAM OR HOT 


WATER. 


the formula also applies when the room is at its required tem- 
perature, and the heating appliance has to make good the heat 
lost by conduction through the walls of the room, by air cur- 
rents, etc., if J is taken as the temperature to which the air in 
This is 
dealt with farther on, when explaining how the heat lost from 
the room is made up. 

Another point that should be mentioned is the effect of the 
velocity of the flow of water through the pipes. The velocity 
of the flow of air over radiators, etc., and its effect, will be 
dealt with when discussing the heating of air, but it may be 
mentioned that, as is well known to marine engineers, the 
rate of delivery of heat from a hot-water pipe increases with 
the velocity of the water, up to a certain figure. The writer 
believes that experiments have not yet been made with a view 
of showing what the critical figure is, but, within the limits 
of ordinary hot-water heating appliances, every increase of 
the rate of flow tends to increase the heat delivered. 

Another point should be mentioned in connection with both 


the room would otherwise fall in any given time. 


MARCH, 1908. 


International Marine Engineering 


103 


FIG. 10.—ROYLE RADIATOR ON SIR THOMAS LIPTON’S YACHT. ROW’S TUBES 
GIVE FLEXIBILITY AND LARGER HEATING SURFACE, 


steam and hot-water heating. The radiator has been de- 
veloped because of the necessity of arranging a large surface 
of pipe within a comparatively small compass, and in such a 
form that it can be fixed in rooms, etc., without inconvenience. 
Forms of the radiator are shown in Figs. 9, Io and 11. As 
-will be seen, the radiator is simply a pipe arranged in a par- 
ticular manner. A favorite form consists of a number of 
vertical columns, each column consisting of a single pipe, a 
loop of pipe, or two, three or four columns; the whole of the 
columns being held together and standing on feet, raising 
them a few inches above the floor. The pipes forming the 
‘columns are arranged in more or less ornamental form, and 
their outside surfaces are given the forms shown, in order to 
present as large a surface as possible to the air which passes 
through them and over them. As will be explained when 
dealing with warming air by means of radiators, special ar- 
rangements are sometimes made to direct the air over the 
whole of the surface of the radiator before passing into the 
room. 

The columns of which the radiators are composed are ar- 


rl 3 lg 

agi i” 
a 

a i 


im ai 


ett 


F£IG. 11.—KORTING’S RADIATOR FOR STEAM OR HOT WATER, CONSISTING OF 
PARALLEL HORIZONTAL RIBBED PIPES, CONNECTED TO HEADERS AT 
EACH END, 


ranged with channels at top and bottom, which, when the 
columns are assembled together, form pipes for the steam or 
water, both communicating with the tubular spaces inside the 
columns. Also, as will be seen from the drawings, it is ar- 
ranged in nearly all forms of radiators that connection can 
be made to either end of the channels referred to, at top or 
bottom, so that the hot water or steam can be brought to 
either end of the radiator, and where a return connection is 
made, that also can be taken from either end. This is the 
usual form, but it will be understood that any design may be 
arranged that will provide for the connection between the 


FIG. 12.—RADIATOR FOR HOT WATER OR STEAM. 
CCMPANY. 


NATIONAL RADIATOR 


water or steam supply and the radiator, and for the circula- 
tion of the steam or water through the individual columns, 
and for the connection to the return, where there is one. 
Radiators are arranged to go into all sorts of confined 
spaces, such as cabins. Figs. 12 and 13 show the Colonial 
radiator, made by the National Radiator Company, of Chicago 
and London, which has been fitted on board H. M. S. King 
Edward VII. It is arranged to be fixed on brackets, secured 
to bulkheads, at any convenient height, as shown. One method 
of fixing to walls is shown in Fig. 14. Its great feature is, as 
will be seen, the fact that it will lie close to a bulkhead, or to 
the ship’s side. It is made in three sizes, respectively, 29, 23 
and 1634 inches long, all 13% inches high, and 25% inches deep. 
When fixed a little way from the bulkhead, the space occupied 


ite 
| 
i 
} 


FIG. 13.—BATTERY OF COLONIAL RADIATORS FIXED VERTICALLY. 


is very small, and it can be built into any convenient form, 
several of any size being connected together by right and 
left-hand threaded nipples, and arranged side by side verti- 
cally or horizontally, as may be convenient. Thus, a number 
of them may be arranged under the seats around the stern of 
a ship, or in any other situation. 

A form of radiator that is a great favorite in hospitals is 
fitted with hinges at one end, the valves passing through the 
hinges so that it can be turned back against the wall or 
brought forward into the room. It appears to the writer that 
this form would also be useful for cabins and other confined 
spaces on board ship. It is shown in Fig. 15. 


104 International 


Marine Engineering 


Marcu, 1908. 


Radiators can be arranged to suit any style of decoration, 
and practically to fit any space. They may be painted to 
match the decorations of the cabin or saloon, and they are fre- 
quently ornamented in various ways, the castings from which 
they are formed having an ornamental pattern upon them, 
the decorative work being afterwards added by artists. In 


FIG. 14.—SIDE OF SINGLE-LOOP RADIATOR. 
NATIONAL RADIATOR COMPANY. 


the hot-water radiator it is usual to bring the connection of the 
supply pipe to the top of the radiator, and that from the re- 
turn pipe to the bottom. An air cock or valve should be fitted 
on each radiator at the end, away from the supply service and 
at the top, and it should be seen that it is always in order. 
For positions where appearance is not of consequence, as in 
the forecastle, and in emigrants’ quarters, the radiator may 
take the form of a grid of iron pipes. 

There is another system of hot-water heating that has been 
fixed in some yachts, known as the Reck, which is the inven- 
tion of a Danish engineer of that name. In this system the 
heating effect of steam directly injected into a body of water 
is combined with the effect of the same steam passing around 
a body of water, on the lines of the feed-water heater. There 
is a boiler for generating steam, fixed-at the lowest part of the 
system (it would be in the stoke hold on board ship), and a 
little above the boiler is an apparatus termed by the inventor a 
“reheater,’ a device similar to a feed-water heater. At the 
top of the system is the principal heating apparatus for the 
water. It is termed by the inventor the “circulator.” There 
is the usual expansion tank above the circulator, and imme- 
diately below the circulator is another apparatus called the 
condenser. Steam is taken directly from the boiler by a pipe 
to the reheater, where it passes around the pipes, through 
which the return water from the circulating system is passing, 
and another pipe is taken from the top of the reheater to a 
point above the circulator. This pipe is curved around at the 
top into an inverted U, and is brought into the top of the cir- 
culator. From the lower part of the expansion tank a pipe 
passes to the. upper part of the circulator, and-a second pipe 
is also taken from the lower part of the expansion tank along 
the upper portion of the upper rooms, or the upper deck, to be 
warmed, and from this the circulating pipes to the radiators 
are taken. The expansion tank is fitted with a cover; a second 
pipe passes from its upper part to the condenser, and another 


pipe from the condenser to the water space of the boiler. The 
return pipe of the circulator system, which passes along the 
lower rooms, or the lower deck, to be heated,.is connected to 
the reheater, a second pipe conveying the heater water to the 
circulator. : 

The working of the arrangement is as follows: The cir- 
culator, being full of water which has returned from heating 
the radiators, is heated by steam delivered directly from the 
boiler through the pipe mentioned. When heated, it over- 
flows into the expansion tank and thence to the pipe forming 
the main flow pipe of the hot-water circulating system. 
Branch pipes connect the main flow pipe with the return pipe 
at the bottom, and radiators are connected to these branch 
pipes in a manner which may be compared to the shunt system 
in electrical work. The radiators are bridged or shunted 
across a portion of the vertical pipe. The heated water, hav- 
ing passed down through the vertical pipes and the radiators, 
returns to the reheater by the return pipe, is there heated by 
the steam circulating around the pipes through which the 
water is passed, and thence again commences its outward 
journey, passing up the pipe to the circulator, where it is 
further heated by steam, and so on. r 

The condenser is similar to the usual surface condenser, 
with which marine engineers’ are familiar. It consists of the 
ordinary cylinder, with a series of tubes, arranged either in a 
vertical or horizontal position as may be convenient. This 
device condenses the steam which is delivered in the circu- 
lator, but which is not fully employed in heating the water for 
the circulation system, and which finds its way through the 
pipe into the expansion tank, and thence rising in bubbles, in 
the well-known manner, passes out of the top of the expan- 
sion tank by the pipe leading to the condenser. It is con- 
densed by the flow of the water coming from the reheater, 


FIG. 15.—SWINGING RADIATOR OF NATIONAL RADIATOR COMPANY. 
THE VALVES ARE IN THE HINGES. 


the condensed water being carried off by a pipe to the water- 
space in the boiler. 

It will be noticed that the water receives heat from the 
steam at three places; in the circulator itself by direct con- 
tact, in the reheater and’in the condenser. Further, the de- 
livery of steam from the circulator into the closed expansion 
tank, by setting up a certain pressure above the water in the 
expansion tank, causes the water to run freely in the circulat- 
ing system, quite apart from the circulation caused by dif- 
ference of temperature, etc. The water-supply service is 
usually connected to the expansion tank with a ball cock, in 


Marcu, 1908. 


International Marine Engineering 


105 


the usual way, cold water being added to the system when re- 
quired and passing directly into it. 

The advantage claimed for the Reck system is, that heat 
will be got up very much more quickly by its aid than with 
the ordinary system of hat-water service that has been ex- 
plained. On the other hand, it is rather more complicated 
than the simple hot-water system, but the apparatus of which 
it is composed should present no difficulty to marine engi- 
neers. The main source of heat is usually a boiler on shore, 
and, in places where there is no other steam supply, can, of 
course, be steam from the ship’s boilers, or the exhaust steam 
from the engines or auxiliaries, or any other convenient 
source. 

(To be Continued.) 


. of two ways: 


Under the plenum method the air may be supplied in either 
First, by making the ashpit practically air 
tight, and then forcing into it the air in sufficient quantity 
and under the requisite pressure. Evidently, the only escape 
for the air being through the fuel, it must all be utilized for 
the purposes of combustion. Second, by making the fire- 
room itself practically air tight, and maintaining therein the 
required air pressure by means of a fan of sufficient capacity 
to constantly make good the amount of air which, under 
pressure, passes to the ashpits and thence through the fuel. 
Under the vacuum method there is practically only one 
means of application—that by the introduction of an exhaust- 
ing fan in the place of a chimney. This is commonly known 
as the “induced” or “‘suction” method. The fan thus serves 


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1 FIG. 6.—FORCED-DRAFT FANS FOR UNITED 
Nae STATES BATTLESHIP NEBRASKA. 


MECHANICAL DRAFT IN MARINE PRACTICE. 
BY WALTER B. SNOW. 
(Concluded.) 

Although the term forced draft has been generally em- 
ployed to distinguish artificial from so-called natural draft, 
yet, properly speaking, it should be denominated mechanical 
draft. The reason is evident in the fact that the two meth- 
ods of artificial draft production are now classified as the 
forced and the induced, or more properly the plenum and 
the vacuum methods. Although both were experimented 
upon by Stevens in 1827 and in the succeeding years, yet 
the former remained for a long period practically the only 
form in which mechanical draft was applied. As the term 
implies, the air under the plenum method is forced through 
the fire; that is, the pressure maintained below the fire is 
greater than that of the atmosphere. Hence, the general 
term “forced” draft. 


to maintain the vacuum which would exist if a chimney were 
employed, and its capacity can be made such as to handle the 
gases which result from the process of combustion. A short 
and comparatively light stack.usually serves to carry these 
gases sufficiently high to permit of their harmless escape to 
the atmosphere. 

Evidently, the method of application to be adopted must 
depend upon the circumstances. It cannot be said that under 
all conditions any one of these three principal methods, or 
their numerous modifications, is superior to the others. A 
combination of both the forced and the induced methods, if 
properly controlled, may give almost ideal results. 

The closed ashpit system was naturally first applied, be- 
cause of its ready adaptability to existing conditions. But 
unless special arrangements are provided, the air may be 
improperly distributed in the ashpit, and with intense drait, 
holes be blown through the fire, and the grate bars thus 


106 


overheated wherever the draft is concentrated. The pressure 
within the ashpit and the furnace chamber causes all leakage 
to be outward. The tendency is, therefore, to blow the ashes 
out of the ashpit and the flame, smoke und fuel out of the 
fire doors, but with slight effect in the case of stationary 
boilers at moderate rates of combustion. In the marine 
service inconvenience from this source is avoided by fitting 
the boilers with false fronts, within which the air pressure is 
maintained. By a proper arrangement of double doors and 
dampers, the disadvantage and danger from flame is com- 
pletely overcome. The mere arrangement of dampers so 
connected to the doors that they close when the fi e doors 


of this character. 


International Marine Engineering 


Marcu, 1908. 


TasLE No. VI.—SAvING By FORCED DRaArFt ON S. S. Dania. 


Conditions, Four Voyages Days Consumpti f Coal 
Each. Steaming. Knots. y Dey page 
For all 
Propulsion. | Purposes. 
iINaturalidrattesees seer 17.00 7.50 9-73 I0.70 
INOHEXGL CHE oo000000000 16.21 7.58 7.70 9.31 


TABLE VII.—TEMPERATURES IN TUBES OF MARINE BOILER. 


‘ A Location, from Temper- Location, from Temper- 
are opened is of great advantage. The false front further  ¢ompbustion chamber ae combustion chamber an 
presents an excellent, yet simple, means of admitting air in 1,466 7 Re, @ Hn 1,368 

. 5 o > . . 

above the fuel, a feature which enters into most arrangements 2 in. 1,426 1 ft. 8 in. 1,295 
The conditions which have to be met in 3 in. 1,405 2 ft. 8 in. 1,198 
some cases of marine practice are exemplified in Table V., in aan. 1,412 3 ft. 8 in. 1,106 
5; ; 3 5 in. 1,398 4 ft. 8 in. 1,015 
which are presented the results’ of three tests of the air pres- 6 Sin, 1,406 5 ft. 8 in. 926 
sures produced by fans on the old U. S. S. Swatara, which 7 in. 1,400 6 ft. 8 in. 887 
was equipped with Kafer’s closed ashpit system. 8 in. 1,410 In smoke box 782 

A 

se 

x 

1x5” \ 

Double Engine I 

3 

| 

I 

AS aa 
7s 
sae 

7S 

| 

t 


FIG. 7.—FIRE-ROOM BLOWERS FOR UNITED STATES 


TABLE No. V.—AirR PRESSURES IN CONNECTION WITH BOILERS 
or U. S. S. Swatara. 


Air pressure in conduit............ 2.87 4.76 3.48 

Air pressure in ashpit............. 2.08 4.01 2.34 

Air pressure in furnace door frame. 1.86 3.61 Qongr 
Air pressure in furnace............ 1.63 3.18 1.75 

Air pressure in uptake..........-.. },  Ooig ©.10 ©.07 

Revolutions of fan per minute...... | 438.6 6.6 


| 584.8 | 47 


The practical results of the introduction of the closed ash- 
pit system in place of natural draft are clearly shown in the 
record (Table VI.) of four voyages of the steamship 
Dania under each of these conditions. The total consump- 
tion of coal per day was reduced 13 percent, while the time 
occupied in making the voyage was decreased nearly 5 per- 
cent. This method of application also presents an oppor- 
tunity which it shares in general with the induced draft 
system, and in some degree with the closed fire-room sys- 
tem, for utilizing the heat of the waste gases. 

The variation in the rate of absorption of heat from the 
gases, which takes place in their passage through the tubes 
of a Scotch type marine boiler, is clearly shown (Table VII.) 
by the results of tests of a boiler worked at its normal 
capacity, the rate of combustion of coal being relatively low— 
only 17 pounds per square foot of grate per hour. The 


CRUISER CHICAGO; 66-INCH FAN WITH DOUBLE ENGINE. 


temperature existing in the combustion chamber was 1,644°, 
and that just inside the tube, 1,550°. Experiments with one 
of the Babcock & Wilcox watertube boilers of the Cincinnatt 
showed a temperature of escaping gases ranging from 466° 
to 640°, with corresponding rates of combustion of 19.61 and 
50.38 pounds of coal per square foot of grate per hour. These 
results all point to a wastefulness which may be reduced by 
introducing additional devices to abstract a larger proportion 
of the heat from the gases. 

Simplest among such devices for fire-tube boilers are to 
be classed the Serve tube and the retarder. The former con- 
sists of a number of radiating ribs extending the full length 
of the interior of the tube, and presenting extra suriace for 
the absorption of heat. The latter is a helically twisted strip 
of sheet iron of jong pitch, inserted in the tube, which 
breaks up the current of gas and forces all portions of its 
volume into touch with the inner surface of the tube. The 
influence of these retarders in the case of a 100-horsepower 
boiler is shown in Table VIII. With the rapidly increasing 
use of the watertube type of boiler, the economic opportunity 
for the retarder is rapidly vanishing. 

In other systems which have been extensively introduced 
in connection with marine boilers, tubes are interposed in 
the uptake. Through these the gases pass while the air is 
forced or drawn across them and down through a false front. 


Marcu, 1908. 


International Marine Engineering 


107 


TABLE VIII.—REDUCTION IN TEMPERATURE OF FLUE GASES 
AND IN CoAL CONSUMPTION BY THE USE OF RETARDERS. 


Horsepower Reduction in Temperature Reduction in Coal 
Developed of Flue Gases Consumption 

Degrees Fahr. Percent. 

52 20 ©.0 

75 53 QO) 

100 32 3.2 

125 46 4.0 

% BO 9 SoS} 
170 59 3.6 

200 36 4.1 

jam, 225 26 8.6 
239 123 18.4 


to the ashpits. A suitable arrangement of doors and damp- 
ers provides for partial admission above the fire, and for 
opening and closing the doors without objectionable results. 

The adoption of the closed fire-room system, in which a 
plenum condition is maintained in a practically air-tight fire- 
room, is largely the result of conditions. It lends itself ad- 
mirably to the necessities of vessels in actual warfare, for it 
is essential that the openings down to the engine and boiler 
rooms should be kept as small as possible; and in all cases 
the machinery department would be closed down and the 
air supplied by artificial means during an engagement. Ina 
war vessel with protective deck and minute watertight sub- 
divisions it is extremely difficult where there is a large num- 
ber of boilers to so arrange the blowers for closed ashpit 
draft as to ventilate the fire-room thoroughly. Fans in- 
stalled upon the closed fire-room principle can be easily 
arranged to ventilate the engine and fire-rooms as well as to 
increase the combustion rate. They thus perform a double 
duty, and avoid the use of a second set, were this arrange- 
ment inadmissible. 

The conditions existing in the naval marine are, however, 
decidedly different from those in the merchant service. The 
‘absence of the protective deck, the opportunity for open fire- 
rooms and the greater space which is usually available, gen- 
erally make possible the closed ashpit system in the merchant 
marine, and thereby insure clean and comfortable fire-rooms. 
In the case of the warship, its maximum steaming capacity is 
seldom demanded, and then only for a comparatively short 
time, as during an engagement. By the employment of me- 
chanical draft it is possible to construct the machinery within 
the limits of space and weight which are sufficient for ordi- 
nary service, while the reserve of power is stored in the light 
fans and fittings, instead of in the cumbrous boilers and 
machinery. In this fact is summarized one of the most im- 
portant advantages of mechanical draft for marine purposes. 

Under ordinary cruising conditions, where the stacks are 
of moderate height, the fans may not be required, but they 
must be of form, construction and capacity sufficient to meet 
at an instant’s notice the maximum demand that may be 
made upon them. For instance, a vessel of the cruiser type, 
which may be required in case of necessity to develop 9,000 
to 10,000 horsepower, may at the usual cruising speed of 10 
or 12 knots require only 1,500 to 2,000 horsepower. These 
conditions are well exemplified by the results in Table IX. 
of a series of tests of the late U. S. S. Charleston at various 
tates of speed. The rapidly increasing horsepower with in- 
creased speed is to be noted, as is also the far more rapid 
increase in the power of the blowers, made necessary to 


TABLE IX.—ReEsuLTs or Tests or U. S. S. Charleston 


eel 
Speed in Knots. 13 14 15 16 | 17 18 
I. H. P. main engines.........| 2,220 | 2,820 3,550 | 4,370 2 
Coal per I. H. P. per hour... 2 | Oi | OG | Fe | et || he 
IEP vofiblowersss-eeen een) 010 20) | 6:4 17.6 36.8 69.6 
Nautical miles per ton of coal.. 434 4.00 | 3.68 3.41 2.84 2.22 


meet the requirements. The relation between the actual 
efficiency, as is shown in the coal per indicated horsepower 
and the nautical miles per ton of coal, is of interest as indi- 
cating the difficulties in the way of obtaining even a slight 
increase of speed when it is well up to the maximum. 

The fans first employed with the closed fire-room system 
were frequently of the inclosed type, often from necessity, 
This type, 
shown in Fig. 6, has gradually given way to a form of con- 
struction employed in fans suspended overhead in the fire- 
room, in which the rim or roundabout is partially or entirely 
discarded, although direct contact with the rapidly revolving 


This 


because the ian was placed outside the fire-room. 


wheel is prevented by an arrangement of wire netting. 
construction is shown in Fig. 7. 

Among the advantages of the closed fire-room system is 
that of preventing all escape of flame and smoke into the fire- 
room; the leakage being all inward to the fires. 
is preserved in 


This feature 


some recent equipments in which stack 


THIRTY-INCH SIROCCO BLOWER ON STEAM YACHT VIRGINIA, DIRECT CON- 
NECTED TO A 5 BY 3-INCH FORBES ENGINE. 


heaters are provided without direct connection to the blow- 
ers. The pressure within the fire-room is, however, sufficient 
to cause a flow of air between the tubes through which the 
hot gases pass, and thence down through false fronts to the 
ashpits as well as to openings above the fire. 
fire-room and ashpits are thereby balanced. 
The induced system, whereby a partial vacuum is produced 
within the furnace, is substantially the same in its effect as a 
chimney, which it most closely imitates in its action. Its 
leakage is always inward, avoiding inconvenience from flame 
and smoke at the fire-doors. On shipboard it produces ex- 
cellent ventilation with open fire-rooms, thereby reducing 
their temperature. It is cleanly, lends itself readily to con- 
trol by the dampers which may be introduced for the pur- 
pose, and can by simple means be rendered absolutely auto- 
matic, requiring no attention whatever from the fireman. 
The early objection to this system, before it had been ex- 
tensively adopted, was that the fans could not stand the 
high temperature of the gases passing through them. The 
best refutation of this statement lies in the fact that large 
numbers of fans have been runnine for years under these 
conditions, handling gases from 500° to 800° in temperature. 
Of course, these fans require to be of special construction to 


Pressures in 


108 


International Marine Engineering 


Marcu, 1908. 


withstand the heat, and must be provided with means for 
keeping the bearings cool. But these features were long ago 
introduced, and to-day the decision between a forced or an 
induced system is to be made independently of the question 
of durability of the fans. 

The induced system presents an excellent opportunity for 
the introduction of air or water heaters which are to abstract 
the heat from the waste gases, thereby securing one of the 
greatest possible economies in the modern boiler plant, be 
it on land or sea. The reduction in temperature which may 
be thus secured not only increases the efficiency of the plant, 
but has an appreciable effect upon the proportions of the 
fan; for upon the temperature of the air and gases which 
pass through the fan must depend its size and speed to 
accomplish the desired results in the way of draft production. 

Under the plenum or forced system, the volume of air sup- 
plied to the fire is substantially the same as that delivered by 
the fan, making no allowance for leakage. But with induced 
draft the fan must handle a volume of air and gases which, 
although the same in weight, is greater in volume practi- 
cally in proportion to its increase in absolute temperature. 
Disregarding leakage, the weight is greater than the air ad- 
mitted, by that portion of the coal which has entered into 
chemical combination with it. On a basis of 18 pounds of 
air per pound of coal, this additional weight amounts to 5.5 
percent, while with a supply of 24 pounds it is 4.2 percent. 
This increased amount may enter into any refined calcula- 
tions of fan capacity, but it is unnecessary to go into the de- 
tail of making allowance for difference in specific gravity, or 
for moisture in the air or fuel. 

As the capacity of a fan, both in volume handled and 
pressure produced, is easily varied by a change in speed, 
sufficient accuracy is secured in ordinary design by consider- 
ing that air is the fluid handled, and that the volume is pro- 
portional to the absolute temperature. 

Not many years since it was asserted by a well-known 
authority that “ten years ago one ton of cargo was carried 
100 miles for 10 pounds of fuel. Now—with the great’ in- 
crease in size of ships and other mechanical improvements— 
the same work is done for about 4 pounds of coal.” 
still there remains room for further improvement. 


The German Navy. 


Beginning with an act of the Reichstag in 1898, Germany 
has been working on a definite program, worked out for 
several years in advance, in connection with the enlargement 
of the navy. Three times since the act of 1808 there have 
been enlargements in the program, and there seems to be 
now a strong sentiment in favor of placing the German navy 
upon a very high plane of power and efficiency. 

The act of 1898 contemplated the construction within a few 
years of twenty battleships, eight coast defenders, twelve large 
and twenty-nine small cruisers, besides six destroyers to be 
laid down annually. A number of these ships were already 
in being, and the program called for the construction of 
two or three large ships every year to complete the total num- 
ber. The act of 1900 increased the battleships to thirty-eight, 
the large cruisers to fourteen and the small cruisers to thirty- 
eight. 
and doubled the number of destroyers, requiring twelve to be 
laid down each year. The act of 1907 decreased the active 
life of all vessels from the twenty-five years contemplated in 
previous programs to twenty years, thereby automatically 
increasing the amount of new construction to take the place 
of vessels passed into the reserve. 

The program of 1908 calls for a still further increase, it 
being estimated that during the next three years there will be 


And | 


The act of 1906 increased the large cruisers to twenty . 


built each year three battleships and one armored cruiser, the 
idea being that by the end of 1914 Germany will have com- 
pleted a fleet of sixteen battleships of the Dreadnought type 
and five vessels of the Invincible type. Six years later it is 
expected that there will be a total of forty-seven battleships 
and twenty armored cruisers, of which thirty-two battleships 
will be larger than the British Dreadnought. It is thus the 
aim of Germany to stand second to England, displacing the 
United States from this position. 


SCOTCH SHIPBUILDING IN 1907. 
BY BENJAMIN TAYLOR. 


The year 1906 was a record one in shipbuilding, and its out- 
put exceeded that of all its predecessors. It cannot be said 
that the output of 1907 exceeded that of 1906 in all the United 
Kingdom, but it did in Scotland, which thus again stands 
foremost in all the shipbuilding centers of the world. Drawing 
together the figures for the whole kingdom as collected (and I 
take the figures compiled by The Glasgow Herald, knowing 
that they are very carefully revised) we have the British total 
as 1,825 vessels, 1,814,961 tons and 1,776,768 indicated horse- 
power; a decrease on the year of 187,610 tons and 69,235 
horsepower. The number of vessels increased by 454, owing 
to the many small vessels built. The table summarizes the 
work of the year: 


1907, 1906, 
Ships. Tons. I. H. P. Ships. Tons. Il, IL, 12. 
Scotlandmenecencerts ToT 675,173 742,299 511 ; 670,431 
iBnslandimecereite 1,030 1,001,246 952,239 832 1,193,881 1,028,352 
Mrelandyjeletsicietsiee 38 138,542 82,2380 28 149,860 147,220 
ALONG ooo0000 1,825 1,814,961 1,776,768 1,871 2,002,571 1,846,003 


The foreign returns so far show that 1,509 vessels were 
built, aggregating 1,432,589 tons and 1,335,458 indicated horse- 
power, as against 1,344,715 tons and 1,318,345 indicated horse- 
power in 1906. From the British colonies, returns have come 
of 189 vessels of 36,344 tons and 14,023 horsepower launched 
in 1907, as against 109 vessels, 28,272 tons and 18,395 horse- 
power in 1906. This gives an approximate world total for 
1907 of 3,523 new vessels put into the water, of 3,277,804 tons 
and 3,127,149 horsepower, as compared with 2,757 vessels, 3,- 
375,958 tons and 3,182,744 horsepower in 1906. 

To come now to Scotland, the large numbers of trawlers and 
drifters built last year increased the number of vessels con- 


siderably. The table shows the work done in the Scottish 
shipyards: 
1907, 1906, 

District. Ships. Tons. epElepPe Ships salons: Ib, 18f 1B, 

526 619,919 668,527 372 598,841 606,600 

S500 58 21,370 28,342 39 17,120 18,825 

AER, Gk sooscace 39 17,672 30,395 27 30,440 31,372 
Dee and Moray 

IDFYN Gooac000 34 16,212 20,035 73 12,429 18,634 

eROtaltmetetetstcrers 757 675,173 742,299 511 658,830 670,431 


That the Scotch output should exhibit an increase when 
everybody expected, and all the rest of the country experi- 
enced, a decrease, must be attributed to the wonderful versa- 
tility of the Clyde shipbuilders, who turn out every descrip- 
tion of floating craft, from the biggest of battleships to the 
smallest of barges. The total tonnage has been materially in- 
creased by the large number of fishing steamers and other 
small craft that were built, though there were large vessels 
also. 

The leading firm in 1907 was Messrs. Russell & Company, 
Port Glasgow, with a tonnage larger than they had in 1906; 
and the Fairfield Company, Barclay, Curle & Co., Wm. Ham- 
ilton & Co., and Alex. Stephen & Sons follow, in the order 
given. The following is a summary of the returns of the 
Clyde builders: 


Marcu, 1908. 


1907, 1907, 1907, 1906, 1906. 

Ships. Tons. I.H.P. Tons. I. H. P. 

RIMAGE Ke COorossccopsdacsoodo00so 14 TAISAN = b00000 GRERI3 — gaoc0n 
The Fairfield Company......... 6 48,020 112,000 20,063 29,380 
BarclayalGurlerGaiGoneecenonsecee 6 47,362 40,532 33,698 25,310 
Wm. Hamilton & Co............ 10 CURIS |) obada0 35,369 eels 
Alex. Stephen & Sons.......... 9 44,094 35,930 22,982 18,700 
Charles Connell & Co........... 9 COE. goons BUA  — gobsa0 
D. & W. Henderson & Co...... 17 35,886 30,300 33,187 23,950 
ohn) Brown) &) Gow. ss... cerns 7 35,293 73,000 46,387 108,900 
m. Denny & Bros............. 20 34,418 63,200 40,632 44,200 
JN, Rake (2 Ceroo0qe00000600080 8 22,674 13,775 19,895 8,300 
Archd. McMillan & Son......... 8 PALO: | Sba6on PRB aoa9a0 
Scott’s Shipbuilding Co......... 10 20,916 11,700 33,180 50,100 
Neier Ce WWEINGRoo6b0006500000000 7 IR} ES. go. G000 INEM) Ga0060 
Green’k & Grangenl (leoGo0000 8 WBSEY — Go0090 PPaNPA — goo gn 
Wm. Beardmore & Co........... 3 14,500 11,000 21,000 4,000 
Clyde Shipbuilding Co Beerstustcis(s 6 10,981 12,600 11,096 10,800 
Ailsa Shipbuilding oe banooaG0a0G 22 10,778 8,000 OBIE Soaca6 
Murdoch & Murray.. Sky, 1 GEER Gooag0 2155 Ore 
Ceriml 62 (C@g000600600 1 6,437 7,700 26,778 17,000 
Fleming & Ferguson 16 6,153 9,100 5,601 8,300 
Ross, Duncan & Co. 2 5,981 10,7385 10,710 11,685 
Lobnitz & Co.......... 26 5,772 6,760 4,539 6,195 
London & Glasgow Co 1 5,580 5,300 138,154 13,100 
Cider! Remam 62 C@oce0n00000000 60. 000000 50,220 ...... 45,850 
*Rankin & Blackmore one VINO © Gooond 200 
C1Dyergpere 2 VATA cod00G000 Go. ~~: d00000 XIV ga0000 41,325 
CHO (Cy Name! 62 (E@booc00000 90 © do0a00 PPT. Ga0660 18,000 
ILS EKER ooo0a0000 190 + 9000000 1G!540 I actene 14,365 
*Muir & SIGS aon sacckecento.: aeeeee 10°47 Ont 11,200 
ISU. @BRERS ocoodccndod000000800005 299 43,906 61,415 58,161 72,790 


* Built machinery only. 


The total number of vessels was 199 sail and 327 steam. 

An increase of 61,927 indicated horsepower in the marine 
engineering output of the Clyde is explained by the Fairfield 
Company, which firm alone has an increase of 82,620 horse- 
power. John Brown & Company, first in 1906, with 108,900 
horsepower (which included the turbines of the Lusitania), are 
second in 1907 with 73,000 horsepower; Denny & Company, 
third, with 63,200; Rowan & Company, fourth, with 50,220, 
and Barclay, Curle & Company, fifth, with 40,532 horsepower. 
In the work of the Fairfield Company were included the tur- 
bines for H. M. S. Indomitable* and Bellerophon,+ and the 
two Mediterranean steamers Heliopolist and Cairo; in that of 
John Brown & Company, the turbines for H. M. S. Inflexible,* 
the Harwich-Holland boat Copenhagen, and the Fishguard- 
Rossclare boat St. Andrew. Denny & Company constructed 
turbines for half a dozen vessels. 

Twelve years ago the highest Clyde ship output was under 
400,000 tons. In 1896 the industry began an upward move- 
ment, which has continued until now. In r1gor the half million 
point was reached, and now the total is over 600,000 tons. 
The increase alone represents the entire production of an 
average shipbuilding district. Such a rate of advance as the 
river has experienced cannot continue forever, and it is just 
a question of whether the stopping place has now been reached, 
Twelve months ago it was thought that it had arrived. There 
was a record output for 1906, and trade was obviously on the 
decline. But the Clyde has wonderful ability for turning out 
unexpected tonnage never heard of in the way of contracts, 
such as barges, lighters, pontoons and other craft shipped 
abroad in parts, which do not figure in the books of the regis- 
try societies. They are not measured by the Board of Trade, 
but yet they represent a large amount of shipbuilding material 
and shipyard labor. With these contrast the big cruisers at 
‘Fairfield and Clydebank, two big Mediterranean turbiners at 
Fairfield, two Allan liners at Linthouse and Whiteinch, and 
three Pacific steamers at Beardmore’s Dalmuir. There was 
also more tonnage of dredging craft produced at Renfrew, 
Paisley and Port Glasgow. There was no large vessel in the 
list at all approaching the Lusitania** in tonnage, but, in spite 
of this, the total breaks the record of 1906, in consequence of 
the variety of work done on the river. The high total is 
wholly made up of ordinary everyday vessels—cargo steamers 
most of them, with, as already indicated, an unusually large 


* International Marine Engineering, May, 1907, p. 200. 
j January, 1908, p. 
+ January, 1908, p- or 
** International Marine Engineering, August, 1906, p. 291; May, 
ane p- Ae June, 1907, p. 230; September, 1907, p. 382; October, 
» Pp. O 


International Marine Engineering 


109 


proportion of vessels of the barge, lighter and fishery types. 

The different types of vessels represented in 1907 were: 
Screw steamers, 192; barges, etc., 186; fishing craft, 31; dredg- 
ing plants, 29; sailing yachts, 25; launches, etc., 24; tugs, 13; 
turbine steamers, 9; stern-wheel steamers, 6; warships, 3; 
steam yachts, 2; barque, I; motor vessel, 1; turbine yacht, 1; 
railway ferry, 1; cross-river ferry, 1; motor yacht, I. 

Among the “screw steamers” were the Allan liners Corsi- 
can,+ Grampian and Hesperian—the first of 11,637 tons, and 
the other two of 10,000 tons each. The turbine steamers were 
the Mediterranean liners Heliopolis and Cairo, built at Fair- 
field, five vessels at Dumbarton—two for the South Eastern & 
Chatham Railway Company, two for the Nippon Petsudo 
Kwaisha, of Tokio, and one for the Union Steamship Com- 
pany, of New Zealand; and two vessels built at Clydebank— 
one for the Great Eastern. Railway Company’s Harwich and 
Hook of Holland route, and the other for the Fishguard-Ross- 
clare service. There were also King Edward’s new turbine yacht 
at Pointhouse, and the turbine cruisers Indomitable. and In- 
flexible at Fairfield and Clydebank, respectively. One sailing 
barque, the Rendova, figures in the returns; one large motor 
vessel, the Scout, at Troon; and one railway ferry, the Lucia, 
at Whiteinch. 

Only one merchant sailing ship! And thirty years ago 
there were 104 firms in Glasgow and Greenock registered as 
owners of iron sailing ships. Of these, 74 have disappeared, 
13 are still sailing-ship owners, 8 have abandoned sailing ton- 
nage for steam, 6 are now in other lines of business, and three 
now own steam as well as sail tonnage. To these have to be 
added 28 new firms, the total now standing at 41. In 1887 the 
sail tonnage owned in Glasgow aggregated 411,970 tons; 
to-day it is only 316,102 tons, In 1877 the average size of each 
sailing fleet was 3,960 tons, against 7,710 to-day; while the 
average size of the ships was 1,135 tons, against 1,860 this year. 

There are on the Clyde about fifty shipbuilding firms, rang- 
ing from the builders of small launches and yachts up to 
builders of great liners and mighty cruisers and battleships. 
The only type of vessel not represented in 1907 on the Clyde is 
the large turret, trunk or cantilever steamer, which figures so 
largely in the work of the northeast of England yards. Variety 
of work has always been a feature of Clyde shipbuilding, and 
the district therefore often keeps busy after a falling off in 
other districts. A “slump” in cargo steamers hits all the 
northeast coast hard, but the many special vessels ‘on the 
Clyde—liners, warships, dredgers, vessels for export in parts, 
and yachts—keep the yards here employed for a considerable 
time after they have ceased to book cargo steamers. This is 
why the 1907 tonnage exceeds even that of 1906, though the 
year closes with very poor prospects. There has never been a 
year in which so many small vessels have been built on the 
river; trawlers and steam drifters for deep-sea fishing 
launches, barges, lighters, pontoons, steam ferries, shallow- 
draft steamers for river services abroad, tugs and tenders for 
service at foreign ports, and steamers built in section, shipped 
to other countries, and then transported and rebuilt on inland 
lakes. 

The year closed with many workmen idle and many yards 
empty, particularly yards where first-class liners are built, 
and yards which depend on “tramp” steamers. The builders 
who do miscellaneous work are partly able to keep their staffs 
together, but most of the big yards have paid off large num- 
bers of men each week for some months‘back. There is no 
demand for cargo steamers, and builders are prevented by the 
high price of material and labor from tendering low enough to 
obtain orders. Many of the orders booked recently have been 
at below cost prices, taken to keep establishments going in 
hope of better times. When wages come down after the 


y~ October, 1907, p. 424. 


IIo 


International Marine Engineering 


Marcu, 1908. 


new year, if there is also a further reduction in the price of 
shipbuilding materials, the position may improve a little; but 
the situation is doubtful, until the trade of the world recovers 
and there is more money for investment in new ships. The 
outlook is bad, and it is practically certain that the tonnage 
output for r908 will show a very considerable decrease. The 
cause is said to be, partially at least, overproduction during the 
past three years. 

Tt is evident that the dullness prevalent all over this district 
will continue well into this year. There is. an exceptionally 
large number of vacant berths, and the total tonnage on hand 
is lower than it has been for a long time, and is very irregu- 
larly distributed. A few yards are well employed, while 
others are practically and some absolutely idle. The Fair- 
field and Clydebank Companies are completing the battle 
cruisers Indomitable and Inflexible; but on the stocks at Fair- 
field there are only two small steamers (one for the Canadian 
Pacific Railway Company, and one for service in the East), 
and at Clydebank the shipyard berths are all vacant. At Dal- 
muir (Beardmore’s) the only vessel in course of construction 
is the last of four steamers for the Pacific Steam Navigation 
Company. These three yards employ, normally, from 15,000 
to 20,000 workers, but at present they are finding work for 
only a few hundred. 

The London & Glasgow Shipbuilding Company has been idle 
for a considerable time,.-and D. & W. Henderson & Co., Par- 
tick, who usually have their yard well filled, have only two 
vessels on the stocks, one of them for the Anchor Line’s 
Eastern trade. John Reid & Co., Whiteinch, have very little 
work on hand, while Napier & Miller have only an oil-tanker 
for the Anglo-American Oil Company and a cargo steamer 
for home owners. At Renfrew, Lobnitz & Co. have three ves- 
sels on the stocks, one a large dredger and the others smaller 
vessels; while Simons & Co. have also three vessels in course 
of construction. Charles Connell & Co. have six steamers at 
different stages of construction; Barclay, Curle & Co., three 
large vessels; and Alex. Stephen & Sons, who have just 
launched the new Allan liner Hesperian, have several vessels 
on the stocks and on order. Yarrow & Co. have four torpedo 
boats building, in their new yard at Scotstoun, for the Bra- 
zilian government, and six others to lay down, and they are 
also building two motor boats for the Austrian government. 
A. & J. Inglis, Pointhouse, are completing the new yacht for 
King Edward, and building a large steam yacht for an 
American owner, a steamer for G. & J. Burns, and a railway 
ferry for the Entre Rios Railway Company, similar to the 
Lucia Carbo, completed last year. They have also two large 
paddle steamers to lay down for South American owners. 
Mackie & Thomson have nine fishery steamers on the stocks, 
for North of Scotland owners. 

Dumbarton has had steady work for about ten years, but at 
present fares no better than the other parts of the river. In 
Denny & Brothers’ yard the work on hand includes two tor- 
pedo-boat destroyers for the British government, a large trad- 
ing steamer, and a variety of light-draft vessels for shipment 
abroad. McMillan & Co. have two large cargo steamers on 
the stocks. At Greenock the condition of trade is unsatis- 
factory, and in only one of the yards are the prospects good. 
This is Caird & Co.’s, where three vessels are building for the 
Peninsular & Oriental Company—two large passenger liners 
and an express mail boat for the Bombay and Aden service. 
These vessels should keep the yard employed for a year. 
Scott’s Shipbuilding & Engineering Company has on the stocks 
only one vessel (a twin-screw yacht). The Greenock & 
Grangemouth Shipbuilding Company, after launching a vessel 
of 3,500 tons, has only an oil-steamer contract, secured recently. 

While one or two of the Port-Glasgow firms have a good 
amount of work, the outlook all around is anything but 
bright. D. J. Dunlop & Co. have one vessel in course of con- 


.coasting trade, and six barges for Brazil. 


struction, while an order for another has been secured from 
a Hong Kong firm. In the yard of Russell & Co. there are 
seven large steamers nearing completion. William Hamilton 
& Co. have one steamer almost ready and another in progress, 
while the keel will shortly be laid of a vessel for Amster- 
dam owners. Murdoch & Murray have one steamer for a Glas- 
gow firm. Ferguson Brothers, who have had a busy year, 
have still four—a dredger-tender for the Thames Conservancy 
Board, a ferryboat for the Clyde Navigation Trust, a bucket- 
dredger for India, and a tug for service on the West coast of 
Africa. In the-yard of the Clyde Shipbuilding & Engineering 
Company there is one vessel under construction, and A. 
Rodger & Co. have only one, which is ready for launching. 
In Paisley, John Fullerton & Co. are practically idle, but Flem- 
ing & Ferguson start the year with three small vessels under 
construction. Bow, McLachlan & Co. will also have a fairly 
good year. The Ailsa Shipbuilding Co. has a steamer of about 
2,000 tons building at Troon, and is constructing three steel 
barges for shipment to South America, and a small coasting 
steamer. The work at Ayr yard includes a steamer of 900 tons 
for British Columbia, a steamer of 475 tons for the Glasgow 
: The Campbeltown * 
Company is building two vessels of about 9,000 tons. The 
building of motor boats is coming to be an important industry, 
and quite a number of firms are now specializing in this type 
of craft. The total tonnage of new work on hand at the be- 
ginning of 1908 was 315,000 tons, as compared with 410,000 at 
the beginning of 1907. 

Of the total tonnage built in the world during 1907, 60 
percent was built in the United Kingdom; 42 percent was for 
owners in the United Kingdom and British colonies; 18 per- 
cent represented work done by British builders for foreign 
owners. In 1906 the work done in the United Kingdom for 
foreign owners was much less—iI per cent; and in that year 
the proportion of the world’s tonnage produced by British 
yards was 66 percent. The output of the United Kingdom, 
with all warships and all merchant ships of less than 1,000 tons 
excluded, was a quarter of a million tons less than in 1906, 
although the tonnage built for foreign owners was 150,000 
tons more. The increase in the foreign tonnage was due 
largely to the development of the emigrant trade between the 
Mediterranean and America. All the Italian ships built here 
were for this trade, as were the greater number of those built 
for Austria and several for France. French owners bought — 
several vessels that were building for British owners, be- 
cause native builders could not give quick enough delivery. 
South American firms have built largely in this country. The 
Lloyd Brazileiro, of Rio de Janeiro, was the principal cus- 
tomer from that quarter. The Tyne and the Wear both pro- 
duced more tonnage for foreign owners than the Clyde. The 
extent of the Clyde total tonnage built for foreign account 
was 105,867 tons; that of the Tyne, 111,201 tons; that of the 
Wear, 112,522; and on the Tees, 78,840 tons. Germany pro- 
duced 258,649 tons, and had built 46,555 tons in the United 
Kingdom. France produced 70,513 tons, and had built 48,613 
tons in the United Kingdom. Japan produced 52,214 tons, and 
had built 12,790 tons in the United Kingdom. 

In 1907, Britain launched six vessels of over 10,000 tons, as 
compared with three launched elsewhere; and of vessels be- 
tween 8,000 and 10,000 tons launched twelve, as compared with 
seven launched elsewhere. 

As to the work of the year, there was no Lusitania in 1907- 
The coasting and cross-channel steamer is a familiar product 
of the Clyde, and in size, arrangement, and structure has 
shown comparatively little variation for years, as their trade 
requirements have varied not so much in character as in 
quantity. There has, however, been an advance in the internal 
economy of these vessels in recent years, in removing obstruc- 
tions in the holds and in special arrangements to dispense with 


Marcu, 1908. 


International Marine Engineering 111 


stanchions in the way of the hatchways. Every request of 
owners for provision of facilities for rapid handling of cargo 
has been quickly met. In the latest examples of these steamers 
there are no stanchions whatever, and no webs or other struc- 
tural obstructions in holds or between decks. Improvements 
have also been carried out in the general design of the vessels 
of this type, which can now not only handle cargoes more 
rapidly and cheaply, but carry them more safely and more 
free from damage than in former years. 

In the building of ocean cargo steamers there has been much 
development of recent years. The turret ship, which dates 
from 1892, is distinguished by its complete departure from 
previous standards of sea-going cargo steamships. The tur- 
ret ship has no sheer, and the central turret erection makes 
it a self-trimmer, while the disposition of the material pro- 
vides stiffness to resist both vertical and horizontal bending 
stresses. These ships are usually built with no deck below the 
turret deck. The ship is kept in shape by an open framework, 
at intervals of about 27 feet, consisting of two vertical and 
two horizontal members, so that if the continuation from the 
rounded base of the turret to the round-over of the side plat- 
ing is part of the shell structure, they are single-deck ships. 
Their internal structure has recently been developed by leay- 
ing the holds free from cross-beams, and by combinations on 
the principle that the most economical disposition of material 
in a box-shaped girder should be that which places it chiefly 
on the external walls. Doxford & Sons, Sunderland, the 
patentees, have built 174 turrets, representing 663,701 ‘tons. 

The turret steamer stimulated builders and owners to other 
departures from conservative designs. There was a change 
of view as to the number of decks for a cargo steamer. A 
deck below the upper deck is desirable for dividing cargo and 
providing cattle accommodation; but in a steamer intended for 
the carriage of timber, grain, coal and bulk cargoes, such a 
deck obstructs the handling of self-trimming cargoes. Yet, 
the habit of the old-time two-decker and three-decker was 
constant, until wide-spaced strong beams began to be fitted 
in place of a lower deck.. Later, demands of timber traders 
caused the realization of the fact that these beams could be 
left out if the strength of the framing was increased. The 
possibility of interfering with the second deck in a three- 
decker was not contemplated fifteen years ago, and it is only 
ten years since the change to one deck was made in the 
steamer Lincluden, built by Furness, Withy & Company, Ltd., 
Hartlepool. Single deckers of 28 feet depth are now well 
known. A development has also taken place in the simplifica- 
tion of vessels in which the depth is so great that subdivision 
is necessary in order to render possible the carriage of general 
cargo in the holds. The Glasgow-built steamer City of 
London* has a depth so great that, in very recent days, she 
would have been regarded as impossible with less than two 
or three ‘tween decks and a tier of hold beams. Such vessels 
are now constructed with only one ‘tween deck space, II 
feet in height, and no beams below the second deck. 

Other new developments are Harroway & Dixon’s “canti- 
lever” ship, in which a triangular corner of the top sides is cut 
off for water ballast; McGlashan’s “double-skin” ship; Isher- 
wood’s longitudinally stiffened hull, and Burrell’s “straight- 
back” steamer. The latest is the steamer Thor, 7,500 tons 
dead weight, built last year by Ropner, of Stockton, and 
classed with the British Corporation. She is built on Ropnet’s 
trunk principle (a turret without the rounded base or the 
round-over at the junction of the harbor deck and side plat- 
ing), but the trunk has two walls on each side, between which 
are 500 tons of water. 
bulkheads between the machinery space and the fore peak; 
there are two hatchways, each over 100 feet in length and 28 


* International Marine Engineering, September, 1907, p. 345. 


The engines\are aft; there are no 


feet in width, and the top structure is supported by strong 
webs in the holds, to the practical exclusion of cross-ties and 
stanchions. The tendency of the classification societies is to 
broader views, though endeavoring to insure strength, effi- 
ciency and the highest quality of workmanship in the vessels 
constructed under their supervision. They are now more 
disposed to aid structural designs in better directions, realizing 
that many of their former rules were founded upon obsolete 
practice. The shipbuider has thus advanced during recent 
years in the simplification of hull structures, through reduc- 
tion of the number of its parts. 

Though 1907 was the year of the ocean liner and of the 
fishery steamer, there have been improvements in other direc- 
tions which promise to have more effect on the working of the 
world’s mercantile marine. The tramp is the mainstay of the 
shipping industry, and anything which makes this type of 
vessel more easily handled and faster, without increasing ex- 
penses, is a benefit to the whole community. In the clear 
holds the early turrets had not very much advantage over 
ordinary steamers, but the newer turrets and trunks and Sir 
Raylton Dixon & Company’s “cantilever” vessels are designed 
to present no obstacles whatever to the handling of cargo, 
having neither pillars nor beams to break the expanse of hold 
space, and having continuous hatchways all over the holds, and 
derricks commanding every place where cargo is stowed. The 
masts have disappeared and their places taken by an array of 
derricks. The engines are usually aft, and the vessels are 
large, hollow steel girders, into which cargo can be loaded, and 
from which it can be discharged with the minimum of labor 
and time. The clear-hold, self-trimming and self-loading and 
discharging steamer is the cargo steamer of the future. 

Then as to motive power, the British torpedo destroyers 
have proved the efficiency of oil fuel and turbine machinery 
working in combination, but oil-burning boilers must be re- 
stricted to war vessels or to vessels trading between ports 
where oil is obtainable. As to steam propelling engines, there 
have been several reports of inventions to supersede the tur- 
bine, but these have been nearly all of the nature of reversing 
turbines, and in no case has a detailed description been pub- 
lished. The reversing turbine will come some day, but mean- 
time nothing has superseded the plan of having two turbines 
on the same shaft—one ahead and the other astern. The 
internal combustion engine may displace, not only oil fuel and 
boilers of all kinds, but also both types of steam engine, but 
we have not yet got internal combustion engines for propelling 
ordinary vessels. The difficulty seems to be in the unrelia- 
bility of cast iron and cast steel to withstand serious and quick 
changes of temperature. The oil motor is the only new type 
which has been tried in practice, and in the course of this year 
it will be tested in a passenger vessel which MacBrayne & 
Company have had built for their West Highland service. 
She uses Scottish crude shale oil, and if the system is a success 
it will inaugurate a new development in marine engineering. 
An electric ship, with turbines to drive high-speed electrical 
generators, supplying current to motors to drive the propellers, 
is said to be in preparation. She, or something like her, will 
arrive some day. 


The Great Lakes Engineering Works, Detroit, Mich., 
launched, during the first week in February, two large 
freighters for service on the Great Lakes, the Normania, on 
Feb. 5, and the M. A. Bradley, on Feb. 8. The fatter is 480 
feet over all, 460 feet on the keel, with a beam of 52 -feet and 
depth of 30 feet. Her deadweight carrying capacity will be 
about 8,300 tons. She is building for the Alva Steamship Com- 
pany. The berth made vacant has been already taken by a new 
10,000-ton steamer for bulk cargo service. 


I1i2 


International Marine Engineering 


Marcu, 1908. 


THE STEAM YACHT WINCHESTER. 

This twin-screw yacht, built from the designs of Henry J. 
Gielow, New York, for Peter W. Rouss, of the New York 
Yacht Club, has a steel hull constructed by Robert Jacob, City 
Island, New York. . The principal dimensions are: Length 
over all, 141 feet 6 inches; length on load waterline, 140 feet; 
width, extreme, 15 feet 6 inches; depth of hold amidships, 9 
feet 9 inches, and 6 feet draft. The scantling is unusually 
heavy, giving great strength. 

She was built in the best possible manner, and of a high 
quality of mild steel, the chemical tests of which showed not 
more than 0.06 percent of phosphorus, and not more than 0.04 
percent of sulphur, and the material is of the best composition 
in other respects. In plates of No. 5 B. W. G. and heavier, 
the tensile strength is not less than 55,000 pounds, nor more 
than 60,000 pounds per square inch; plates lighter than No. 
5 B. W. G. have a tensile strength of not less than 50,000 
pounds per square inch. All plate material was tested, and 
gave an elongation of more than 25 percent in 8 inches. Test 
pieces cut from plates were bent over flat on themselves with- 


and a dumb-waiter leading to the galley below. On the star- 
board side is the captain’s stateroom, fitted with a berth, 
wardrobe, wash basin, desk and chart rack. 

The quarters forward, below deck, for the crew are com- 
modious and comfortably arranged, and the staterooms for 
officers are ample and pleasing. Then comes the galley, large, 
roomy and well ventilated, with » large ice-box and refrigera- 
tor fitted in addition to the usual dressers, shelves, lockers, 
dish racks, etc. The machinery space comes next, and in 
order to deaden the sounds, keep the heat away from the liv- 
ing quarters forward and ait, and’ reduce the labor of firing 
to a minimum, athwartship coal bunkers are fitted. 

Abaft of the machinery space is a dressing room extending 
the full width of the vessel, with toilet and bath with tiled 
floor. Aft of this are two large connecting staterooms with 
wide berths, sofas, bureaus, etc., complete. Then comes a 
large cabin extending the full width of the vessel, arranged 
with sofas, sideboards, cabinets and bookcases. Still further 
aft on the port side is a toilet and bathroom, and on the star- 
board side is a stateroom. The sofas, berths, bureaus and 


THE STEEL STEAM YACHT WINCHESTER, RUNNING AT HIGH SPEED IN LONG ISLAND SOUND. 


‘out sign of fracture,—in fact all the materials were thoroughly 
tested, and passed through a rigid inspection before being used. 
Every precaution was taken to make the craft safe, staunch 
and seaworthy. 

The keel is of the flat plate type, with intercostal keelsons 
extending above the floors and connected with continuous 

‘angle-bars riveted back to back, the plates being stapled to the 
floors and keel plates with angle-bars. The frames are of 
angle-bars 2% by 2 inches by 2.75 pounds per foot. They are 
placed square to the load waterline, and spaced 20 inches be- 
tween centers, stiffened by deep floors with reverse bars, which 
extend up to the turn of the bilge. The foundation and floor 
system in the engine room is carefully worked out, and when 
running at full speed there is not the slightest evidence ‘of 
motion or swaying of the engines,—so commonly noticeable in 
high-powered steam vessels. The plating is run in fair lines, 
and in and out strakes, all horizontal seams being lapped and 
vertical seams butted. The thickness of plating ranges from 
No. 4 to No. 7 B. W. G. There are five watertight bulk- 
heads in the vessel, dividing her into six watertight compart- 
ments, so that she is practically non-sinkable. 


The arrangement, briefly stated, is as follows: Forward is 


a mahogartiy deck house 22 feet in length, the forward end . 


forming a dining saloon, with a seating capacity for fourteen 
‘persons; this has a buffet, with mirror and cabinet for silver. 
Abaft of the dining-room, on port side, is a butler’s pantry, 
with refrigerator and ice-box, dresser, sink, lockers and racks 


sideboards are of selected mahogany, polished, and the rest of 
interior finish is in white. enamel with line gilding. 
Particular attention has been given to the machinery, and 
nothing has been spared to have it first class, and to secure the 
smoothest running. The two main engines are of the triple 
expansion type, having four cylinders to secure perfect balance. 
The high-pressure cylinder of each engine, is 12 inches, the in- 
termediate 18 inches, and the two low-pressure cylinders each 
20 inches in diameter; all with a common stroke of piston of 
15 inches. Much care was given to balancing these engines, 
both in mechanical parts as well as valve adjustment, and the 
results have been exceedingly satisfactory, for when running 
at 350 revolutions or more there is practically no vibration. 
Steam is supplied by two watertube boilers, built for a 
working pressure of 270 pounds to the square inch, with a 
combined grate area of 106 square feet and a heating surface 
of 4,600 square feet (ratio 43.4 to 1). Each boiler is placed 
in a separate compartment, with its own fire room, and is so 
arranged that the gage glass is in sight of the engineer, who 
controls the water supply, blowers, etc. Each fire room and 
the steam connections are so arranged that either one of the 
boilers may be used entirely independently of the other. The 
surface condenser was especially designed for this yacht, and 
there is no difficulty in maintaining a vacuum of 25 inches. 
The circulating pump is centrifugal. A complete set of pumps, 
injectors, bilge ejectors, etc., is supplied and installed. 
No official trial trip was made, but during the engineer’s trial 


Marcu, 1908. 


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INBOARD PROFILE AND LOWER AND MAIN DECK PLANS OF THE 140-FOOT STEEL STEAM YACHT WINCHESTER, DESIGNED BY HENRY J. GIELOW. 


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the owner was aboard, and as everything worked perfectly, he 
accepted the boat upon that showing, without waiting for a 
formal trial trip. On this trial, a speed of 19.5 knots was 
maintained for 4% hours. No maximum speed run was made, 
but several runs made subsequently, when in commission, 
showed the boat capable of maintaining a speed of over 25 
statute miles per hour. 


Marcu, 1908. 


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114 


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Marcu, 1908. -/y International Marine Engineering 


115 


High-Speed Motor Boats for Pleasure Use.* 
BY HENRY R. SUTPHEN. 

Several manufacturers are now prepared to deliver from 
stock, or upon short notice, 18 and 25-mile motor boats 
equipped with gasoline marine engines for pleasure use. 
About four years ago the high-speed gasoline launch was first 
introduced into’ America. The rates of speed then obtained 
were remarkable in comparison with the average launch of 
that day. The first boats produced were designed particu- 
larly for racing, and developed speeds of from 24 to 27 statute 
miles per hour, the hulls being of light construction and the 
engines of minimum weight. From the experience in building 
the racing launch, the high-speed pleasure boat has been de- 
veloped, which fills the demand that has long existed for a 
safe, seaworthy boat that could cover distances over the water 
in the shortest possible time. 


A photograph is published of the Irene at full speed, with 
amidships section showing scantlings and planking employed. 
In comparison with a typical racing boat, the Irene could be 
classed more as a pleasure launch, the hull being of medium 
weight with wide beam and high freeboard. Total length of 
boat, 39 feet 8'%4 inches; beam, 6 feet 6 inches; draft at pro- 
peller wheel, 3 feet; freeboard amidships, 26%4 inches. Large 
seating capacity is provided aft to accommodate eight to ten 
passengers, the general lines showing a fine entrance at the 
bow; amidships section as shown in plan; with a broad, flat 
stern, the latter materially assisting in holding the boat on an 
even keel when running at high speed. 

The Irene is one of the first high-speed motor boats in this 
country to be equipped with twin screws, which give some ad- 
vantage over the single screw for high-speed service. The 
side thrust of the single propeller is of considerable moment, 


THE MOTOR BOAT IRENE RUNNING AT FULL SPEED ON THE HUDSON 


On Sept. 28 the motor boat Jvene was run six times over 
the government nautical mile course on the Hudson river, 
three with the tide and three against. The time for the various 
runs is given in the following table: 


DOWD Selsey Do = BOL 
a 25.904 

Wi Sboonnoneeeae 2n2le—)2ono082 25.904 
25.904 

Down...... coool SS 2O.207/ 25.815 03 j 
25.726 j 25.725 

Ws ccc00002 100 02} = PA. 03 25.678 vi 
25.631 

Down sytecnncsine 2.18 = 26.087 25.418 
25.205 

Wi yasananeenaan 2.28 = 24.324 


25.725 nautical miles = 29.622 statute miles. 


This is the highest speed that has been recorded in the trials 


held by the Motor Boat Club of America, which are yearly . 


events, over the government course on the Hudson river. 
No special preparation had been made for the Ivene’s speed 
trials, the boat having on board during the trial 180 gallons of 
gasoline (petrol), five men and full equipment, the total weight 
being about 5,600 pounds. 

The Irene was designed and built by John S. Sheppard, of 
Essington, Pa., who states that in racing trim the total dis- 
placement of the boat figures a little less than 25 pounds per 
horsepower. The two engines installed were built by the 
Chadwick Engineering Works, Philadelphia, and are each 
rated at 100 horsepower, each engine being of four cylinders, 
8-inch bore by 7-inch stroke, turning 850 revolutions per’ 
minute. The propellers are of three-blade, 24-inch diameter, 
44-inch pitch (pitch ratio 1.833). 


* Read before the Society of Naval Architects and Marine Engi- 
neers, New York, Noy. 21, 1907. 


RIVER, BOUND NORTH. 


Stringers, 1%" x 1%'" Yellow Pine 
Frames, 4x %° Elm~_ 
6 Apart 


€Z 2°x 5%" Amidships 
And Tapered to 2°x 4“at Ends 
MIDSHIP SECTION OF THE IRENE, 


and in some boats this is so great as to cause a decided list 
when running at high speed. With twin screws this is entirely 


‘obviated, and while the total weight of the power equipment 


is a little more, the steady operation of the boat in the seaway 
and while turning at full speed is of great advantage. 

On account of the initial cost, cost of operation and main- 
tenance, few desire for pleasure purposes a boat of 200 horse- 
power, and I therefore present photographs and drawings of 
high-speed motor boats of moderate power, which are the 
general type now built for pleasure use. 

The 33-foot Elco express boat,* 5 feet 6-inch beam, is of 
light but substantial construction, equipped with a 4-cylinder, 
40-horsepower gasoline engine of the auto-marine type, and 


* Electric Launch Company, Bayonne, N. J. 


I16 


International Marine Engineering 


Marcu, 1908. 


THIRTY-THREE-FOOT ELCO EXPRESS 


develops a maximum speed of 20.4 statute miles an hour, as 
much as is required by the average owner. A section illus- 
trates the scantlings employed in hull construction, the eleva- 
tion and plan showing the general arrangement of power 
equipment and seating space. The weight of hull is 1,050 
pounds, being in proportion to weight of power equipment 
(1,010 pounds); seating capacity, eight to ten passengers. 
This type of boat has proved very seaworthy, reliable in 
operation, and easily controlled. 

Illustrations are also given of a 40-foot Elco express boat, 
5 feet 6-inch beam, details of construction being shown in the 
amidships section. This boat is equipped with a 4-cylinder, 
70-horsepower engine and develops a speed of 24.4 statute 
miles per hour. The general arrangement is similar to the 
33-foot boat, and is the plan usually employed in this type of 
launch. The engine is located forward under removable hood, 


Deck Planking, Mahog., % x 3. 
Planksheer, Oak, %"x 34" 


Deck Beams, %"'x 14" Oak 


Sheer Strake, Quar. Oak 
2'x 6" Worked as Shown 


il 


Clamp, Yellow Pine 1'x 3” 


Planking, Cedar %" 


Frames, Rock Elm, 1x ¥“/7 
Spaced, 6’ C.L. to C.L. 


Side-Keelson|Oak, 2''x aS 


MIDSHIP SECTION OF 40-FOOT ELCO EXPRESS BOAT. 


OPEN MOTOR BOAT ORIOLE. 


g 
Clamps, Y.P. 34''x 234 “WY 


Frames, Elm, x %e 
Spaced 5'C.L, to C.L. 
Heavy Frames, Elm, 1x 9/44) 
Spaced 15 C.L. to C.L. 


Planking, 7g‘ Mahogany 


MIDSHIP SECTION OF 10-METER ELCO EXPRESS BOAT ORIOLE. 


separated from the operator and passengers, the controlling 
levers being placed on the bulkhead aft of the engine, at 
which point the steering wheel is located, enabling one man to 
operate the boat, who oftentimes is the owner. To give the 
passengers protection from flying waters, headwinds and rain, 
a glass wind shield and folding hood are provided. This type 
of boat, it is claimed, will serve one on the water as the auto- 
mobile does on land. : 

While the principal development of the high-speed launch 
has been in the open type of boat, attention has lately been 
given to the cabin launch, affording still further protection, 
comforts and carrying capacity combined with high speed. 
A photograph of the Carlotta illustrates a 40-foot by 8-foot 
beam cabin launch of unique design. The motor is placed for- 
ward, protected with hinging hood, controlling levers and 
steering wheel located in engine. cockpit. The boat is handled 
and the engine controlled by one man; an open space covered 
by the cabin roof adjoins the engine compartment, separated 
by a glass wind shield; with commodious cabin amidships in- 
closed by plate glass windows, and with buffet and toilet com- 
partments. The amidships section shows the scantlings and 


FORTY-FOOT ELCO EXPRESS CABIN MOTOR BOAT CARLOTTA. 


nity 


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Engi 


Marcw, 1908. 


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International Marine 


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118 International Marine Engineering * Marcu, 1908. 


details of construction, which are light, but found to be sub- 
stantial. The boat is equipped with a 6-cylinder, 75-horse- 
power engine, with which power a speed of 18.85 statute miles 
an hour has been obtained. The photograph was taken when 
the boat was running at full speed. : 

The possibilities of further development of the high-speed 
motor boat for pleasure use are limited only in details of 
hull and engine construction, the aim being to design and 
build boats that best conform to the high-speed gasoline 
marine engine, which has made possible this new type of 
power boat. 


FRAME NO. 25 
LOOKING FOR'D. 
LOOKING [OR'o. 


FLEET. 


Clyde=Built Motor Launches. 


FRAME NO.39 
LOOKING AFT 
FRAME NOIO 
LOOKING FORO 


We present photographs of two motor launches recently 
designed by Mr. C. L. Ewen, naval architect, Glasgow. 

The Brandane was designed and constructed for the 
Marquess of Bute. The length is 42 feet, beam 8 feet, draft 
aft 3 feet. She is an able sea-going launch, and is used prin- 
cipally by Lord Bute for fishing and trawling purposes. The 


PLAN AND TRANSVERSE SECTIONS OF MOTOR-PROPELLED ADMIRAL S BARGE ATTACHED TO THE FLAGSHIP CONNECTICUT OF THE AMERICAN PACIFIC 


THE MOTOR LAUNCH BRANDANE, 


engine is a 22 brake horsepower Mitcham “F. & B.” triple- 
cylinder two-stroke cycle petrol (gasoline) motor, which turns 
up a 32-inch three-bladed propeller at 500 revolutions per 
minute. The consumption of petrol is small, averaging only 
2 gallons per hour. The speed is about ro knots. 

The Border Chief was designed and constructed for 
Spowart Brothers. Her length is 40 feet, beam 10 feet, draft 
2 feet 6 inches aft. She is a ferryboat with a Board of Trade 
certificate for fifty-four passengers, and is used on the River 


GASOLINE TANK 
CAPACITY 33 


if 
i 


aes Gere | een eee 


+ 


INBOARD PROFILE, 


THE MOTOR FERRY BOAT BORDER CHIEF, WITH HEAVY LOAD. 


Tweed between Berwick and Spittal. In four months she car- 
ried 60,000-passengers, and is giving great satisfaction. The e 
power in an 11 brake horsepower Mitcham “F. & B.” double- 

cylinder two-stroke cycle petrol motor, which gives a speed of 

about 7 knots. 


Marcu, 1908. 


A Rear Admiral’s Motor Barge. 


The photograph and drawings illustrate a 40-foot gasoline 
(petrol) barge, built at the Norfolk navy yard for the use 
of the commander-in-chief of the North Atlantic fleet of the 
United States navy. This barge, as tender to the flagship 
Connecticut, is now on its way to the Pacific in connection 
with the cruise of the squadron of battleships. 

The boat is 40 feet in length over all, 38 feet 6 inches in 
length on the waterline, 5 feet 9 inches maximum beam on 
the waterline, and it has a maximum draft of hull forward 
of 17 inches. The displacement in normal running condition, 
with five men on board, is about 6,500 pounds. The motor is a 
Brownell-Trebert four-cylinder, four-cycle, and is rated at 
75-brake horsepower at about 850 revolutions per minute. The 
highest revolutions obtained on trial were 771, which gave a 
corrected speed of 19.28 statute miles per hour. The propeller 
was not, however, a very efficient one, the apparent slip, which 
jin a boat of this type should not be very different from the 
teal slip, being only 14.8 percent with a pitch ratio of 1.1. 

The lines of this boat are very fine, and the bow was made 
of a shape to overcome the trouble from flying spray. The 
result is a very dry boat, but the form does not produce quite 
as good a sea boat as if there were considerably more buoyancy 


THE MOTOR-PROPELLED BARGE OF REAR ADMIRAL EVANS. 


THE FOUR-CYLINDER 80-HORSEPOWER MOTOR, EXHAUST SIDE. 


International Marine Engineering 119 


THE FOUR-CYLINDER 80-HORSEPOWER MOTOR, INTAKE SIDE. 


BATTLESHIP CONNECTICUT IN BACKGROUND. 


below water forward. The boat is of the dolphin model, and 
is said to ship no water, even in a considerable sea. The 
model is such that she cuts the water like a wedge, and with 
an almost total absence of spray going on board. 

The engine, which was built by the F. A. Brownell Motor 


Company, Rochester, N. Y., has four cylinders, 634 inches in 


diameter with a 6-inch stroke. There are but two in-take and 
two exhaust pipes for the four cylinders, the latter pipes 
being carried downward to the lower part of the cylinders, 
where connection is made with the manifold. The engine 
weighs complete 1,500 pounds, and drives a propeller 24 inches 
in diameter and 26% inches in pitch, through a propeller shaft 
of 134 inches. The extreme length of the engine, from the 
end of front bearing to the outside face of fly-wheel, is 48 
inches; the length over cylinders is 34 inches; the height from 
center of crank shaft to clear everything on top of the motor 
is 31 inches; the width over the base is 20 inches; the width 
between keelsons is 22 inches; the distance from the front 


120 


International Marine Engineering 


Marcu, 1908. 


face of fly-wheel to the center of the knuckle joint on the 
reverse gear is 16 inches; the diameter of the fly-wheel is 20 
inches. 

just aft of the engine room is an athwartship fuel tank, with 
a capacity for 93 gallons of gasoline, and fitted with a strainer 
in the pipe supplying fuel to the engine. Counterbalance 
slings are attached for hoisting, with hooks aft, amidships and 
forward, and also side hooks amidships. There are four 
canopies for protection in wet weather, two being over’ the 
cockpit aft, one over the steering position forward, and the 
fourth, which is a small one, is over the rear end of the 
engine, and protects the engineer. There is a speaking tube 
from the stern sheets to the steering cockpit, for the trans- 
mission of orders. The crew consists of five men—coxswain, 
seaman, engineer, machinist and ordinary seaman. 

The barge is divided into five compartments by four athwart- 
ship bulkheads, located respectively on frames 5, 17, 31 and 44. 
The first is the collision bulkhead; the compartment aft of this 
contains the steering cockpit and space for stores; the third 
compartment contains the engine and accessories as well as 
the fuel tank; the fourth compartment is the hooded cockpit, 
while the after compartment may be used for stores, and con- 
tains also the steering quadrant operating the balanced rudder. 
Near the end of this compartment the exhaust is discharged 
above the water on the starboard side, after having passed 
through a muffler (silencer) located in the after end of the 
engine compartment. The cockpit has a seat running around 
the two long sides and the after end, and is entered by means 
of a short stair from the forward end, giving upon the top 
of the gasoline tank, which is built over as a flush deck. 


SOME OBSERVATIONS ON MOTOR=PROPELLED VES= 
SELS AND NOTES ON THE BERMUDA RACE.* 


BY WILLIAM B. STEARNS. 


In presenting this paper my chief object is to promote dis- 
cussion of a subject which does not seem to secure from most 
naval architects the consideration that its importance warrants. 
In spite of the great progress, already made, the traditions of 
steam are still so strong with most of the profession that any 
suggestion looking toward the application of internal com- 
bustion motors to anything except small vessels is treated as 
fanciful. While I would not for a moment advocate attempt- 
ing to turn out a motor-driven battleship or express steamer 
at present, it seems to me that the time has come when we 
cannot longer neglect such a possibility of developing a prime 
mover more economical of space, weight and fuel, as seems to 
be offered by the explosive motor. 

Stationary motors, giving upward of 2,000 horsepower per 
cylinder, are in successful operation to-day, and in these 
machines the thermal efficiency is well in advance of results 
which are obtained with the best steam plants. If an assembly 
having six of these cylinders could be devised for marine use, 
we should have a unit of 12,000 horsepower, and four shafts 
would make 48,000 horsepower available fox a single vessel. 

If, by the process of evolution, the weight of such engines 
can be reduced to any such extent as has been the case in the 
smaller machines, we shall have a power plant beyond the 
wildest dreams of the steam engineer. Naturally, we cannot 
expect to attain such results in a month or a year, but it is 
putting a very low value on the human intelligence to suppose 
that the difficulties to be met with in modifying and adapting 
existing forms so as to make such a machine successful are 
insuperable. It has taken steam a century to reach the stage 
where its development seems to be approaching finality. Is it 
not absurd to suppose, as several members of the profession 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, Nov. 21, 1907. 


s 

have seriously suggested in my presence within a short time, 
that the gas engine is not capable of much greater develop- 
ment than it now shows? I remember in 1895 making a trip 
in, perhaps, the first motor boat built on the Clyde. The 
engine was a 10 or 12-horsepower Daimler, and on a three 
days’ trip from Gourock to Oban we had an almost endless 
succession of difficulties, in spite of the fact that one of the 
best engineers of the Daimler Company accompanied us. The 
machine in every detail was crude, heavy and iil-adapted to its 
purpose. Yet in the short space of twelve years we have seen 
the principles embodied in that clumsy contrivance work a 
revolution in the propulsion of small vessels. Comparing the 
progress of the gas engine in its early years with that of steam, 
we are surely warranted in the belief that ten years has not 
seen its possibilities worked out. On the doctrine of chances 
alone we are safe in such an assumption. Looked at from this 
point of view, the 12,000-horsepower unit does not seem like 
such a stretch of the imagination. 

It is not within the scope of this paper to consider the 
motor itself from any point of view except that of the naval 
architect. I have recorded above, however, my views as to the 
importance of the subject, and it is with the idea that in such 
matters even small contributions are worth while that I ven- 
ture to set forth here a few observations on certain aspects 
of the motor-propelled vessel as a whole. These observations 
have been made on comparatively small vessels, but I think the 
principles involved will apply equally well to larger ones, and 
it is from the lessons learned in small craft that we shall gain 
the experience necessary to make larger ones successful. 

There are several details which occur to me-wherein I be- 
lieve the general treatment of the design of motor-propelled 
vessels must differ from that for steamers. The reason for this 
is that, except in vessels designed for weight carrying, or for 
craft of very high speed, the designer of the motor vessel is 
troubled to know how to get rid of the excessive buoyancy, 
quickness of motion, and general liveliness which result from 
the lightness of the propelling machinery and fuel. Ona given 
length a fairly liberal beam is usually necessary to provide the 
accommodations required by most owners. Sufficient displace- 
ment is obtained with a very shoal body, and unless the weights 
are distributed in such a way as to offset it, there is a strong 
probability that the vessel will be very uncomfortable on ac 
count of quick rolling. This can be reduced, to a certain ex- 
tent, by keeping down the area of the loadwater plane, and plac- 
ing some of the weight fairly high. My experience in the 
Bermuda race, however, leads me to believe that valuable re- 
sults may be obtained by further manipulation of the weights 
in a way which is usually fairly easy to accomplish. To make 
intelligible a comparison of their performances I will describe 
briefly the two boats which made the run. 

The two boats were of utterly different type. Ailsa Craig, 
the winner, looks above the water like a handsome miniature 
ocean liner. She is narrow, high-sided, and with a very deep 
V section has a form of almost no initial stability. She is 60 
feet long, approximately 10 feet wide, with a total displace- 
ment of something over 40,000 pounds. With her slack sec- 
tion, the depth from waterline to rabbet is very considerable. 
All her weights are carried low. Under the cabin floor are 
stowed about 8,000 pounds of lead ballast. Her fuel tanks, 
which, with their contents, weigh about as much more, are also 
stowed as near the bottom of the boat as they can be carried. 
The center of gravity of the engine is probably considerably 
below the waterline, and with the exception of a couple of 
boats carried on deck, and one stout mast, there was in the 
race practically no top weight. She is fitted with bilge keels, 
but I am uncertain as to their dimensions. 

The other competitor, Idaho, of which I had the good for- 
tune to be in command, is almost the antithesis of her rival. 
She is 56 feet on the waterline and 12 feet 9 inches in breadth. 


Marcu, 1908. International Marine Engineering 121 


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Her displacement in racing trim—that is to say, with 5,000 to _ over one-third the corresponding depth of the other boat. The 
6,000 pounds of additional weight in the form of extra fuel, . draft was limited to 3 feet 3 inches, and with a 25-horsepower 
tanks, stores, etc.—is about 28,000 pounds. The depth from Standard engine a speed was acquired of 11% statute miles per 
waterline to rabbet is 20 inches in normal trim, or only a little hour. She was not, like Ailsa Craig, designed especially for 


I22 


International Marine Engineering 


Marcu, 1908. 


the race, but for a comfortable semi-cruiser. This resulted in a 
lightly constructed craft of excessive stability. 

When the race was announced, and it was decided to enter 
the Idaho, it became a question of how to distribute the 
weight of extra fuel and stores to make her as little un- 
comfortable as possible in a seaway. The extra fuel, weigh- 
ing with the tanks about 3,000 pounds, was finally placed 
in two long steel cylinders secured to the cockpit deck, as 
close to each side of the boat as we could get them. 
Nearly half the diameter of these tanks was above the gun- 
wale. The rest of the cockpit space was then strongly decked 
over and made watertight with canvas. Between this tem- 
porary deck and the permanent deck of the cockpit we stowed 
reserve stores which, with the other supplies, made 2,000 to 
3,000 pounds of weight at an average height of about 24 inches 
above the waterline. The center of gravity of the engine was 
roughly about on the waterline. The only low weight was that 
of the fresh water, weighing about 1,200 pounds, of which 
the center of gravity was some 10 inches below the waterline. 
In normal condition the metacentric height was about 5 feet. 
In trim for the race it was about 2 feet 6 inches. 

No opportunity for a test was afforded until the second day 
of the race, when in the middle of the Gulf Stream a stiff 
northwest breeze began to raise a sea sufficient to cause a good 
deal of motion. All on board were most agreeably surprised 
at the result, but it was not until the return trip that we had 
a chance to compare Jdaho’s performance with that of Ailsa 
Craig. Coming home, the two boats made 350 miles of the run 
in company. In a very moderate seaway, Ailsa Craig rolled 
almost without intermission from 20 degrees to certainly not 
less than 40 degrees. On the Jdaho I had fastened to the 
binnacle an improvised clinometer made of a semi-circularly 
bent tube containing colored alcohol and an air bubble. With 
a scale of degrees this enabled me to observe with fair accuracy 
the amplitude of her worst rolling. The heaviest roll observed 
was 23 degrees from the perpendicular, during a 35-knot quar- 
tering breeze. The sea at this time was quite heavy and very 
short. The period of rolling was not accurately observed, but 
the easiness of the [daho’s motions may be judged from the 
fact that when the sea was the roughest a quart milk bottle 
would almost but not quite stand on end without capsizing. 
After the passage of a series of steep waves, the boat would 
quiet down and for several minutes would run along very 
smoothly. It seems to me that this performance cannot be 
entirely accounted for by the amount of top weight carried, and 
I believe the dynamic effect of the two fuel tanks spread so 
far apart must have had an important part in making her so 
easy. I think this all goes to show that shoal-bodied boats 
can be made comfortable in a seaway, and I believe it is much 
more advisable to depend for the solution of the problem on 
the principles used on the Jdaho, rather than to resort to the 
use of ballast, or bilge keels, which were certainly ineffective 
on the Ailsa Craig. 

While on the subject of hull design, it may be interesting to 
speak of the surprising dryness and general seaworthy qualities 
of vessels of the type of the Jdaho. Unfortunately, in the 
Bermuda race we had practically no opportunity to try the 
boats against a head sea. Both during the race and on the 
return trip all the strong breezes experienced came from abaft 
the beam, but on several other occasions I have been in craft 
of this sort in comparatively rough water, and have found them 
astonishingly good sea boats. If anything, the tendency is. to 
recover too quickly after plunging into the sea. This is due, 
of course, to the extremely high proportion of reserve buoy- 
ancy to displacement, and results in one fault—a tendency to 
pound. On account of this, I do not think it is always an 
objection to put a certain amount of weight near the ends, on 
the same principle that I advocate spreading weights trans- 
versely. Also, I believe that the lines both forward and aft, 


but especially forward, of a light displacement motor-driven 
vessel, should be kept considerably finer than would be found 
necessary on a steamer of the same size. A comparatively 
minor matter, to cite another point of difference, is the rudder. 
I believe a motor vessel will generally, require a larger rudder 
than a steamer. We found on the /daho that it was difficult to 
meet her with sufficient quickness to avoid considerable devia- 
tion from the course when running before a sea, even with a © 
rather large rudder area for her size. I think there are many 
other even more important points of difference which must be 
considered in the design of motor yachts, and, until we have 
acquired considerably more experience than at present, the 
commonly accepted ideas will have to be modified very fre- 
quently. 

On most motor yachts, even of considerable size, owners 
usually desire that the engine room shall be in more or less 
direct communication with the rest of the vessel, although it 
would require only a small sacrifice of space to isolate it com- 
pletely. I believe the advantages to be gained from making 
it a rule to do this in any yachts or other vessels of sufficient 
size would much more than counterbalance the sacrifice. 

In a large motor yacht which is being designed by my firm 
for one of our clients at the time of preparing this paper, I 
have adopted some details of engine room arrangement which 
I have never seen used before on a motor yacht, but which I 
believe have many features to recommend them. The engine 
room is situated amidships, and at each end is a strong water- 
tight bulkhead. The engine hatch is a section of the deck, so 
arranged that after the machinery is in place the hatch can be 
calked down and made tight. The tanks are situated in 
watertight compartments at each side of the engine room, and 
as the vessel is to be of wood, I propose to sheath the under 
side of the deck, the engine room side of the tank compart- 
ments, and the transverse bulkheads, with a thin sheet of 
asbestos and galvanized sheet iron. The companionway is 
conveniently situated, and so arranged that it can be readily 
closed. No other openings into the engine space are provided 
for, except an in-take and up-take for ventilation. An electric 
blower will be situated in the up-take, which will draw the air 
from under a grating in the engine room floor. The bottom of 
the boat will be cemented, so that in case of any leakage the 
flow will all be to a point under this grating and near the 
ventilator up-take. 

All piping, wiring and shafts are to pass through the bulk- 
heads in tight conduits or glands. Close to the under side 
of the deck I propose to place a contrivance made on the prin- 
ciple of the ordinary fire extinguisher; that is to say, there will 
be a tank containing a solution of bicarbonate of soda, and a 
flask of sulphuric acid will be arranged so that a blow on a 
plunger from on deck will break the flask, or spill the acid into 
the bicarbonate of soda solution. A pipe, or set of pipes, led 
from the bottom of the tank above the level of the liquid, 
will serve as the nozzle of the fire extinguisher. In case of 
fire, the engineer, after making his escape, could strike the 
plunger, close the hatch and ventilator openings, and the 
carbonic acid gas generated would quickly smother the flames. 
With an arrangement of this sort, it is difficult to conceive of 
a fire which would permanently disable the engines or seriously 
injure the vessel, and, as long as the blower was in operation, 
conditions could hardly arise which could lead to an explosion 
of any violence. 

Only by using such precautions do I believe it safe to send 
to sea vessels containing large quantities of gasoline (petrol) 
for fuel, but in addition to the great feature of practically 
absolute safety this isolation of the engine room has many 
other advantages. The combustion of all hydrocarbon fuels 
results in the generation of a certain amount of carbon monox- 
ide gas, which is a cumulative poison to the system and, when 
a sufficient quantity has been taken into the lungs, is the main 


Marcu, 1908. 


International Marine Engineering 


123 


cause of the state which is popularly termed “gasified.” No 
internal combustion engine of which I know is proof against 
a certain amount of leakage of these products of combustion 
past the pistons, and all of us who have had experience with 
ill-ventilated vessels have probably experienced the disagree- 
able effects of this gas, to a greater or less extent. Its com- 
plete elimination from the living quarters of a yacht or vessel 
ought to be an important consideration. 

On the score not only of general comfort and livableness but 
of safety, I am strongly in favor of the use of electric lights on 
any motor craft of sufficient size to carry a serviceably large 
plant. On the Jdaho we had a very perfect installation, and 
the comfort of always having plenty of light without the smell 
and other disagreeable features of kerosene can hardly be 
expressed. On the first night of the race we were unfortunate 
enough to clog a gasoline pipe, by which we lost an hour and 
a half of precious time and, incidentally, the race. As we were 
beaten by only thirty-five minutes, that hour and a half always 
weighed heavily on all those interested in the boat. At the 
same time, if we had not had electric lights with which to 
work, we could have done nothing towards freeing the clogged 
pipe until daylight. During the time we were working on the 
pipe, the engineer deliberately let several gallons of gasoline 
flow out into the boat and over the engine room floor. This 
may not have been a very prudent proceeding in any case, but 
it would have been an almost sure invitation to disaster had 
we tried it with any other system of lighting. The dynamo 
which drives this plant is secured to the forward cylinder head 
of the engine, and is driven by a belt. This belt is protected by 
a rigid iron guard, and neither dynamo nor belt is in the way 
in the slightest degree. Under the cockpit we had five 
cases of four cells each of storage batteries. These would 
run all the lights on the boat, about fifteen in number, for four 
hours, but as more than three or four lights at a time are very 
seldom required, there is really ample capacity for two or three 
nights’ use of light without recharging. The switchboard is 
very ingeniously arranged with a rheostat controlling the volt- 
age of the generator, and a five-point switch which throws in, 
one after the other, the cells in the last case of batteries, so 
that when the voltage begins to drop a little it can be main- 
tained for a considerable time with the endalls before it be- 
comes necessary to recharge. Voltmeter, ammeter and the 
tequired switches are arranged as usual. Tell-tale red and 
green lights, which cannot burn unless the side lights are 
lighted, are a very good feature, indicating at once in the 
engine room if a side light goes out. On deck we had a 
g-inch searchlight of about 1,500 candle power. This will throw 
a brilliant beam into the sky, which is useful for signaling pur- 
poses, and on a dark night will light up objects at a distance 
of a good half-mile with sufficient clearness. Considering that 
the plant occupied very little space, required very little power 
and almost no attention, I think it was well worth while. 

Turning from these details of general design and arrange- 
ment, I wish to say a few words with regard to engine and 
fuel problems. It does not require a prophet to foresee that in 
the very near future owners of motor yachts will rebel at the 
cost of gasoline. Even now its expense is prohibitive for 
commercial use in high powers, and the building of gasoline 
yachts has undoubtedly been restricted by its cost. As alterna- 
tives we have kerosene (paraffin) or producer gas, made either 
from coal or heavy oils. There seems to be no difficulty in the 
operation of certain types of motors by kerosene, but in some 
instances of which I have known there have been decided draw- 
backs to its use. At the same time the reduction in expense, 
although amounting to nearly 50 percent as compared with 
gasoline, does not bring the operating cost as low as that of a 
good steam plant for a moderate sized vessel. Of the use of 
crude oils and distillates we have not had much experience in 
this part of the country, but on the Pacific Coast vessels of 


, 


150 feet and over, which are driven by engines using crude 
oils, are not uncommon. 

On the whole, the use of producer gas from coal seems to 
promise the best results both for yachts and commercial 
vessels, although when expense is not an object gasoline will 
continue to be used. This will undoubtedly be the case with a 
great many small launches, all speed launches, submarines, 
and vessels such as torpedo craft, which may be driven by 
motors in the future. For yachts the up-draft producer with 
hard coal will probably be employed, but the type to be used 
is at present a matter which concerns the engineer rather than 
the architect. There seems to be no reason why gas producers, 
substantially like those in operation on land, cannot be used 
successfully on ships, and in combination with an efficient 
motor they offer very great advantages over steam -plants. 
With a good producer a thermal efficiency of 87 percent can be 
reached, and I understand that it is perfectly safe to count on 
75 percent under ordinary service conditions of operation. 
The fuel consumption can be figured safely as half that of 
steam. 

In connection with comparisons of fuel consumption, and 
incidentally with weights and efficiencies as between gas and 
steam engines, I have noticed that quite often the average 
figures of the gas engine are compared with rather ideal figures 
of the steam engine, to the detriment of the former. In present 
practice the average of the gas producer engine is about I 
pound of coal per horsepower-hour, but under good conditions, 
with a 350-horsepower engine, a rate of as low as 34 pound per 
horsepower-hour has been obtained. Therefore, I do not think 
it is unfair to say that it is safe to figure the fuel consumption 
of a producer gas engine as half that of steam under similar 
operating conditions. In the same way we may safely assume 
that the weight of the complete gas power plant and the space 
occupied is from one-half to two-thirds that of steam. Of 
course these figures are only approximations, but I think there 
is no question that in units up to 500 horsepower they can be 
“made good” to-day. When we think of the reductions in 
weight which have been brought about. in the last thirty years 
in steam engines and boilers, it is only fair to suppose that 
when gas engineers have a chance to introduce corresponding 
refinements they, too, will be able to make a vastly better 
showing. 

There are undoubtedly many mechanical difficulties to be 
overcome; likewise it is only reasonable to suppose that with 
every step in advance new and unforeseen obstacles will arise, 
but with such a goal ahead as the gas engineer will have, I 
have perfect faith that he will be found equal to his task. 
While I am especially anxious not to appear as a partisan of 
the explosive motor, and recognize what marvels of mechan- 
ism are embodied in some modern steam engines, I believe 
that we are on the eve of a great revolution in marine pro- 
pulsion. There is at least so much promise in this field that it 
is well worth the while of every naval architect in this country 
to afford what opportunity he can for exhausting all the pos- 
sibilities, and if by any chance it turns out that we have been 
working on the right lines, and secure a lead over the rest of 
the world, we shall have taken a long step toward regaining 
for the country that position of importance on the high seas 
which all of us desire. At the present time much of the best 
work in developing low-cost fuels for the use of explosive 
motors is being done abroad, and if we do not show improve- 
ment in this respect England and Germany will soon be far 
ahead of us. 


It is reported that the Chilean merchant marine is increasing 
very rapidly, and at present is exceeded by that of only one 
South American country—Brazil—which has a tonnage of 
211,194 against 156,316 for Chile.. Of the Chilean shipping, 
107,727 tons are steam and 48,589 sail. 


124 


A GERMAN MOTOR CRUISER.* 
BY PROF. WALTER MENTZ. 

Up to date in Germany comparatively few seaworthy motor 
boats have been constructed which can make long cruises far 
from a base of supplies; for this reason the Ouestphalia will 
be of some interest. She has a length of 16 meters (52 feet 
6 inches); a beam over the planking of 2.85 meters (9 feet 
4% inches); a depth of hull of 1.5 meters (4 feet 11 inches) ; 
a maximum draft of 0.8 meter (31% inches), and a displace- 
ment of 8.2 metric tons (8.07 gross tons). 

The length and draft of the boat were firmly fixed by a 
winding channel through which it was necessary to operate 
her between a small lake near the owner’s home and open 
waters. In a similar manner the height of the vessel was 
circumscribed by reason of several low bridges under which 
she had to pass. In particular the davits had to be fitted so 
that they could be removed, and the mast was hinged. The 
raised steering position was similarly affected. The require- 
ments called for two cabins, which could also be used as 
sleeping quarters for two persons each, and space for two 
members of the crew to sleep. 

The construction of the vessel was by Fr. Luerssen, in 


International Marine Engineering 


Marcu, 1908. 


flooring. The pitch pine longitudinals, 2 by 2 inches, are 
outside the frames, and the inner course of planking (44-inch 
oak) is laid diagonally. The outer course is also of oak, 19/32 
inch thick. The deck beams are spaced 1534 inches, and con- 
sist of oak beams 13@ by 1 3/16 inches, with an iron bar 134. 
by 5/16 inches alongside. The engine frame is carried on 
two longtudinal channels 434 by 236 by 9/32 inches. The keel, 
7% by 4 inches, and the sternpost, as well as the longitudinal 
along the upper corner of the cabin, are of oak. The stem, 
gunwales and deckhouse are of mahogany. The deck is of 
Oregon pine; the flooring of larch. In the engine room the 
flooring is covered with 3/16 inch of lead. 

The accommodation plan'shows forward a chain locker with 
a small capstan above it. Then comes a crew space with 
lockers; next is the engine room, which contains the cylindrical 
gasoline (petrol) tank running athwartships at the forward 
end, and the engine and reversing gear. The galley and 
toilet occupy the next compartment, aft of which are the two. 
cabins, each fitted with folding tables. This comprises all of 
the portion of the vessel covered by a deck. The after end 
is an open cockpit, with a canopy over it. The control station 
is located just above the intersection between the crew space 


THE GERMAN CRUISING MOTOR BOAT OUESTPHALIA. 


Aumund-Vegesack, and the entire machinery equipment was 
superintended by the builder. The contract called for a speed, 
with a 23-horsepower motor, of 16 kilometers per hour (8 2/3 
knots). In order to reach this speed, and also to enable the 
boat to be transported on the railroad, it was necessary to limit 
the beam to the figure above given. . 

The hull is of novel construction, using steel frames with 
continuous longitudinal members and double planking with 
diagonal seams. As all the frames are carried up to the upper 
deck, and are here bound together by wooden deck beams, 
great transverse strength and elasticity of the hull are provided, 
particularly against such forces as come from stress of 
weather. 

The frames, 31% inches apart, are angles 134 by 13% by 5/32 


inches, with beams of the same size carried across under the 


* Schiffbau. 


FRAME 13.—SECTIONS.—FRAME 4. 


Marcu, 1908. 


International Marine Engineering 


125 


& Toilet jee 
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—_—— 


GENERAL ARRANGEMENT, PLAN AND INBOARD PROFILE OF THE MOTOR CRUISER OUESTPHALIA. 


and the engine room, while a boat carried on davits from the 
starboard side is placed above the two cabins. 

The engine is a two-cylinder Gardner motor with cylinders 
7 inches in diameter and 6-inch stroke. The fuel contains an 
admixture of 20 percent of benzol. For reversing, the Hele- 
Shaw gear is fitted. The engine operates at about 600 revolu- 
tions per minute. Its weight, including the fly-wheel, is 710 
kilograms (1,565 pounds). The reversing gear weighs 250 
kilograms (551 pounds). The fuel tank holds enough fuel 
for a 26-hour run at full power. The air pressure tanks for 
signaling are placed in the engine room, the pressure being 
maintained by a small pump, which can be operated by a fric- 
tion drive from the fly-wheel. 

The deck over the accommodations is sheathed on the 
underside with wood 3 inch thick. The deck plank itself is 
I inch thick. The floors are covered with linoleum, and the 
trimmings are in mahogany. In the forward cabin the sofas 
are upholstered in moquette, while the after cabin is uphol- 
stered in neat’s leather. All the sofas are arranged for 
occasional use for sleeping. ; 

Ventilation of the crew space, the engine room, the galley 
and the toilet room is accomplished by ventilators fitted with 


small exhausters. The tender is made of cedar and fitted with 
4 


sails. It has a length of 3.2 meters (10 feet 6 inches); and 
is easily handled by the davits. 

The propeller is solid, three-bladed, made of Niemeyer 

Bhan 


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PROPELLER DETAILS ON THE OUESTPHALIA. 


LINES AND BODY PLAN OF THE GERMAN CRUISING MOTOR YACHT OUESTPHALIA. 


126 


International Marine Engineering 


Marcu, 1908. 


i je * 


TRANSVERSE AND LONGITUDINAL SECTIONS OF TWO-CYLINDER ENGINE OF OUESTPHALIA. 


propeller bronze. It has a diameter of 660 millimeters 
(26 inches) and a pitch of 580 millimeters (2234 inches) ; the 
pitch ratio is 0.88. The. projected area of blades is 1,026 
square centimeters (159 square inches) ; this gives 0.3 as the 
ratio between the projected area and the disk area. 

On trial a speed of 16.1 kilometers per hour (8.68 knots) 
was obtained with 570 revolutions per minute, and a slip 
of about 19 percent. This trial was run in water with a depth 
of from 5 to 6 meters (16 to 20 feet), and against the current. 
The maneuvering qualities of the boat proved very good. In 


particular it was noticed that the wave thrown up was slight. 
The stability in a heavy seaway is said to leave little to be 
desired. The metacentric height is given as 73 centimeters 
(28.7 inches). 


The Craig Shipbuilding Company is progressing rapidly in 
the construction of a complete shipbuilding plant at Long 
Beach, Cal., just south of Los Angeles. The buildings under 
construction include a structural iron shop, machine shop, 
mold loft, power house and foundry. 


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Outer 
Planking 
19/39, 


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Longitudinals 2'‘x 2" 


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0 10 20 30 40 60 60 70 80 90 


MIDSHIP 


1 Meter 


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SCANTLING SECTION OF THE CRUISING YACHT OUESTPHALIA. 


Marcu, 1908. 


International Marine Engineering 


127 


THE C€ROCCO-RICALDONI HYDROPLANE AT FULL SPEED ON TRIAL TRIP: HULL 18 INCHES OUT OF WATER. 


The Crocco=Ricaldoni Hydroplane Boat. 


BY J. B. VAN BRUSSEL. 


Two Italian officers, Lieutenant Crocco and Captain Rical- 
doni, are experimenting with a new hydroplane motor boat of 
their designs, which presents some original features. The 
length is 8 meters (26 feet 3 inches), and she is fitted with a 
Clément-Bayard 80 to 100-horsepower motor, having cylinders 
180 by 180 millimeters (7.09 by 7.09 inches), and working at a 
speed of 1,200 revolutions per minute. 
It will be seen from the illustrations that the boat is pro- 
vided with hydroplanes only at its stem and stern. The planes 
at the bow are arranged in the manner of a “V,” while those 
aft, though similarly disposed, do not join at the inverted 
apex. These planes, and the principal members of the frames 
supporting them, are made of steel plating, the remaining 
parts of the carrier frame being of aluminum. 

The aerial. propellers, which operate only in the air, not in 
water, are of doubled aluminum plating, and weigh each about 
12 kilos (26.4 pounds). Their pitch can be altered while run- 


ning, and they can be reversed. They are mounted on frames 


of aluminum sheeting which, together with the shafts, gear, 
transmission, controlling devices, etc., weigh -300 kilos (660 
pounds). The weight of the motor is also 660 pounds. In- 
cluding all machinery, fuel, etc., and two men on board, the 
vessel weighs 1,500 kilos (3,300 pounds). 

When running, the boat rises so that the hull is clear of the 


water, and at the high speed of 70 kilometers (43.5 statute 
miles) per hour, which has been obtained with this novel form 
of vessel, the hull is about 18 inches out of the water. One 
of the photographs shows the boat at full speed, supported 
solely by the “V’-shaped planes, the hull being clear of the 
water as described. 

We are informed by the inventors of this. boat that on 


BOW VIEW, SHOWING THE BROAD, LOW, V-SHAPED PLANES. 


BROADSIDE VIEW OF THE CROCCO-RICALDONI HYDROPLANE BOAT. 


128 


International Marine Engineering 


Marcu, 1908. 


commencing a run, when a speed of about 10 kilometers (6.2 
miles) per hour is attained, the bows begin to lift in the 
water, and the fore fins slowly emerge as the speed increases. 
At a speed of 25 kilometers (15.5 miles) per hour, the hull 
is wholly out of the water, only the flat portion near the stern 


skimming on the surface. At from 30 to 35 kilometers (18.6 


to 21.7 miles) the boat is supported solely by the “V-shaped 
planes; and at the highest speeds yet attained the hull is, as 


STERN VIEW, SHOWING THE TWO SEPARATE INCLINED PLANES. 


we have already stated, 18 inches out of the water. It has 
been found that waves of a height of 20 centimeters (8 
inches) do not affect the vessel, as at the high speeds the 
hull stands quite clear of the tops of waves of this size. 
Trials over a course of 6 kilometers (3.73 miles) have been 
run, and sharp turns have been taken while running. After 
a certain amount of further experimental work, the inventors 
propose to put the boat through still more exhaustive trials, 
under as varied conditions as possible. 


Overhauling the Marine Engine.* 
BY E. J- WILLIAMS. 


At a time when very few motor craft have been put into 
commission, a great deal yet remains to be done when the 
pleasant weather arrives. Lots of things are left undone. 
For instance, a great deal of care is expended in caring for 
the hull and fittings. The paint in most cases is burned and 
scraped off; calking removed from bad seams, and recalked 
and puttied; two coats of paint, at least, again put on; the 
varnish scraped off of the natural wood, and two coats of 
varnish again put on, after it is thoroughly sandpapered. 
Now, these details to the hull are all right, and the more at- 
tention you give to this work each season, the better boat you 
have after several years’ use, and I might say even abuse. 
With all this hard, laborious task or precaution of making the 
hull of the boat presentable and seaworthy in every detail to 
the extent of the motorist’s ingenuity and knowledge, yet the 
essentials or vitals are too often sadly neglected, through 
gross negligence. A pretty boat does not make a craft re- 
liable and ideal in its full equipment; at least the writer has 
never found out the trick yet. 

The vitals of a. motor boat are its power equipment. The 
reliability of such a craft is dependent upon the proper per- 
formance of the power equipment. A little feature neglected 
here or there may cause untold worry at some critical time in 
the near future. Usually, though it might be well to say not 
always, because there are certainly a lot of good, sound, sen- 
sible thinking ones, all the attention given to the power equip- 
ment consists in installing a new set of batteries or recharging 


* The Gas Engine. 


an old set, and wiping off the engine and polishing the brass 
parts; and this essential part of the power boat is ready for 
business again, according to the best of their knowledge. 
This has reference to the one-man control boat, in which all 
the work is done by the owner, who alone handles the boat, 
and on whom he has to depend for satisfactory results. 

To the man who has the. ingenuity or knowledge to com- 
pletely overhaul and take apart the power equipment from be- 
ginning to end, the reward is naturally reaped in a good per- 
formance for the season, because parts requiring attention and 
replacing can be attended to, and endeavors made to have as 
good results as when the outfit was originally installed. Worn 
bearings can be determined, connecting rod, crankpin bearings, 
and crankshaft bearing tightened or made a perfect fit, piston 
rings loosened, or arranged properly, oiler and oil ducts 
cleaned, permitting a proper positive flow of lubricant, fuel 
tank and pipe washed out, carbureter cleansed, corrosion re- 
moved from all parts, ignition system installed anew, stuffing 
boxes repacked, all adjustments taken up, water circulation 
looked over and exhaust pipe overhauled. 

Because many engines have no removable cylinder head, a 
great many have come to the conclusion that the engine should 
never be taken apart. No matter what the other fellow says, 
the liability of carbon or soot forming on the cylinder walls, 
near the piston’s top center, is not eliminated with such an 
engine, and the only way of getting at it is to remove the whole 
cylinder up off the piston. The writer recently had a case of 
this kind wherein a second-hand engine had been installed in a 
new boat. The owner’s inability to get the engine started 
caused him to seek some one’s services to locate what he 
claimed was wrong adjustment of the carbureter. It was 
found that the flywheel could hardly be turned over by hand 
with the compression relief cock wide open, and it was a 
certainty that an explosion in a cylinder, with such a state of 
affairs existing, could not force the piston over the next half 
of the stroke. An explosion could be had each time the igniter 
snapped, but it was a plain case of piston binding at the top of 
the stroke. The only remedy was to slide the cylinder up and 
off, clean the carbon and soot from the top of the piston bear- 
ing surface, see that the rings were free, and put it back, 
when it worked perfectly. 

When the power boat is laid up in the fall, the engine should 
at least be partly cared for, as the winter is liable to work 
wonderfully peculiar ravages in the way of rust. In the spring 
the old ignition equipment wires should be removed, especially 
if the boat is used on salt water, and new wires strung, unless 
the wiring is located in the cabin, and of a good size (say 
number 14 B. & S. gage) and properly insulated. The writer 
has seen an unprotected piece of wire of number 18 gage cor- 
rode to the thickness of a hair by being in contact with salt 
air, even under cover from spray. Another place where cor- 
rosion is liable to appear is at a point where an iron staple 
holds the wire in place. The insulation may have been broken 
so that the rust from the iron staple reaches the copper wire, 
and the salt air starts up a chemical action resulting in a heavy 
corrosion. The wire may eventually give way or produce 
such a resistance at this point as to require a great deal more 
current to effectually operate the coil, or give a satisfactory 
spark to ignite the mixture. 

To offset any of these possibilities and take no chance on 
what is an uncertainty, the only safe method is to rewire the 
whole thing if the craft is an open boat. Lead-armored wire 
gives the best results, but is seldom used. If more ignition in- 
stallations contained such a grade of wire, the possibility of 
such a trouble occurring in the wiring system for several years 
to come would be entirely done away with. Many installations 
contain only a grade of common electric bell or annunciation 
wire. If lead-covered wire is unobtainable, safety wire, con- 
sisting of, first, a soft rubber insulation surrounding the wire, 


Marcu, 1908. 


International Marine Engineering 


129 


and over this a woven cloth soaked in wax or an insulated 
compound, can be purchased from any electrical contractor. 
The secondary wire in jump-spark ignition in open boats is in- 
variably a source of annoyance from severe shocks when com- 
ing in contact with same. Hard-rubber tubes slipped over the 
secondary wire, the ends being made tight by binding with in- 
sulating tape, give good results. Flying spray is another in- 
cumbrance besetting the pleasures of motor boating, if it hap- 
pens to touch the spark plugs. While very few persons appear 
to appreciate the usefulness of weather-proof spark plug pro- 
tection, more will eventually yield to the notion that it is a 
more sane idea than a mere fad, which appears at present to 
be the general opinion. e 

All binding posts on the coil, engine, timer, switch, batteries, 
etc., should be brightened with fine sandpaper, so as to give a 
good contact. All contact points on the timer, coil and switch 
should also be brightened in the same manner. Adjustments 
on the timer should be made, and all springs made to operate 
freely, and new ones put in where required. The vibrating 
spring on the jump-spark coil ought to be taken off and all 
rust removed, so that it has a free action. Renew any worn 
springs on the make-and-break ignition mechanism, and 
brighten the spark points inside of the cylinder. 

Galvanized iron fuel tanks should be thoroughly scrubbed 
out each spring. Annealed copper tanks for gasoline are to 


be preferred to galvanized iron, owing to a white sediment” 


from the latter finding its way to the carbureter. One length 
of annealed copper or hard lead for fuel supply pipe, with 
soldered connections, is also highly recommended. The cir- 
culating water pump should be taken apart and all corrosion 
removed. Take apart all check valves and remove the rust in- 
variably found therein, so that the check has a good-seat. If 
the cylinder head is removable, take it off and remove what- 
ever scale and rust from the cylinder water jacket that it is 
possible to get off. A clean jacket does its work effectively. 

Look over the muffler and exhaust pipe line and remove any 
broken or thin pipe or fitting. While appearing perfectly solid 
to the eye, a light tap with a hammer often goes through a 
shell in the exhaust pipe line, the thinness of which will sur- 
prise you, especially if your overflow circulating water 
empties into the exhaust line. If any portion of the exhaust 
Pipe contains an asbestos covering, look it over, and if burned 
to any extent whatever, remove the section and put in a new 

‘piece. Take no chances that it will last the season out, or you 
may find your boat on fire, with damaging results. 

If the engine is a four-cycle outfit, look over the valves and 
valve seats, springs, lifts, etc. Grind in whichever ones re- 
quire it, preferably all, so that a perfect seat is assured. Pour 
kerosene (paraffin) oil on the valve stem guides and springs, 
and thoroughly clean all parts pertaining thereto, so that a free 
valye movement is obtained. If any valves require renewing in 
any way, don’t neglect it. Before the boat goes overboard be 
sure and see that the strainer of the outboard water circula- 
tion is clear of any foreign substance: Sliding the boat over 
the sand, mud, or dirt may clog up the inlet pipe. Small de- 
tails should be attended to before the boat goes overboard, or 
it is “nine chances out of ten” they will be forgotten. I might 
go on for some time telling things that were right and wrong, 
but the foregoing should jog the memory of those interested, 
so that they will see the importance of having the power equip- 
ment right. One more reminder ;—get a new piece of chamois 
to strain the gasoline (petrol), or wash out the old one with 
soap and water and let dry, and when the boat is ready to go 
into the water stow away a bucket of sand to be used as a fire 
extinguisher,—you may be able to help someone else in case 

of a fire. 


Eads Johnson, formerly of James Shewan & Sons, New 
York, has taken charge of the New York office (12 Broadway) 
of the New York Shipbuilding Company, Camden, N. J. 


A Small Motor Tender. 


John I. Thornycroft & Company, Ltd., Chiswick, built last 
year for Mr. Longbottom’s steam yacht Rubicon a particularly 
smart looking tender, carvel built of mahogany, close jointed 
and varnished inside and out. The decks forward and aft 
are also of mahogany. The floors are covered with American 
elm gratings. The length is 19 feet 6 inches, beam 5 feet, and 


the maximum depth 3 feet 8 inches. 

The power is transmitted by a Thornycroft 6 brake horse- 
power motor, through a reversing gear to a Thornycroft solid 
propeller of large diameter, specially designed for towing. It 


MOTOR TENDER FOR THE STEAM YACHT RUBICON. 


was anticipated-that a towing speed of about 4 miles per hour 
could be easily maintained, and in view of the fact that the 
Rubicon is of 90 tons yacht measurement, this is a very satis- 
factory performance. ; 

The fuel tank is of brass, and all petrol (gasoline) and 
water pipes are of solid drawn copper. The motor is com- 
pletely covered and protected from rain and spray by a neat 


SIX-HORSEPOWER MOTOR IN TENDER TO STEAM YACHT RUBICON. 


mahogany casing. The boat is provided with two hoods, one 
over the engine space and the other over the cockpit, each fitted 
with tale lights. 

Slings are provided for hanging in davits, and it is owing 
to the space and weight being limited for this purpose that 
special provision has had to be made to keep weight down to 
a minimum, while still leaving a good margin for strength. 
The contract stipulated 13 cwts., but the builders found they 
had ample margin, the actual weight being about 12 cwts., 
while the staunchness and seaworthy qualities were very ap- 
parent, and in no way impaired by the light construction. A 


130 


International Marine Engineering 


Marcu, 1908.. 


the 


a 
«(lo iNaiian i | 


O 
ee ite it 


Dry 
Cleaner 


Starting Motor 


S05 KE : 904 


U 
0 


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\ 
I 
a Coal es 
iP + 7 
(eee Bun kere eee | 
—-4 - 
Generator Room! Compenion Way +~ Poss 
Uae 
ay: 


Cleaner 


THE 
H 


Coal 
Bunker 


Sai lori 
= iy 


OG Starting Motor 
' 


Dryer, with renewable Sieve 


THE TUG WILHELM, PROPELLED BY A SUCTION PRODUCER PLANT ON THE CAPITAINE SYSTEM. 


boat of this type would be equally useful for up-river work, 
or cruising in more or less sheltered waters, and its moderate 
initial cost, economy in fuel and maintenance should recom- 
men] the type strongly to those in search of a small, well-built 
and handy motor boat. 


The Producer Gas Towboat Wilhelm. 


This is a boat built by the engine and shipbuilding plant 
of Fritz Luennemann, in Ruhrort, and provided with a suction 
gas motor of from 160 to 175 horsepower, working on the 
Emil Capitaine. system. 

The vessel has a length of 20 meters (65 feet 7 inches) and 
breadth of 4.5 meters (14 feet 9 inches). Three watertight 
bulkheads divide the hull into four compartments. The for- 
ward compartment is occupied by the captain and helmsman; 
the second and third compartments by the machinery, in- 
cluding the producer, the five-cylinder engine and the re- 
versing gear; while the after compartment is devoted to the 
crew, and below it runs the propeller shaft. The engine room, 
which is the third compartment from the bow, has a length of 
5.95 meters (19 feet 6 inches). Besides: the reversing gear 
for the propeller, this contains also the steering apparatus, 
carried up above the deck in a small pilot house. Aside from 


the skylight and companion forward, engine hatch and pilot: 
house amidships, and a small skylight for the crew space, the- 


AFTER END VIEW OF ENGINE, SHOWING CARBURETER AT @Q- 3 


TRANSVERSE 


AND -PARTIAL LONGITUDINAL 


SECTION OF THE FIVE-CYLINDER ENGINE, 


WITH PARTIAL LONGITUDINAL E_EVATION. 


Marcu, 1908. 


deck is quite clear of obstruction. Fuel is carried in two 
wing bunkers alongside the producer and engine. 

The engine cylinders are mounted on a frame of iron plates, 
which is stiffened and strengthened with angle irons. Each 
of the five cylinders has a diameter of 300 millimeters (1134 
inches) and a stroke of 400 millimeters (1534 inches). The 
fly-wheel is between the first two cylinders and the last three. 
The exhaust pipes are placed on the sides of the cylinders, and 
are fitted with mufflers, consisting of cylinders filled with 
baffle plates and jacketed with water. This. water is thus 
evaporated for the use of the generator in its function of 
providing the gas. lgnition is governed by adjustable cam 
wheels locate] upon the tops of the cylinders. A small start- 
ing engine is provided in the shape of a two-cylinder benzine 
motor, which is connected with the main engine by a leather 
belt. This motor also drives a centrifugal pump, which con- 


International Marine Engineering 


----=-z-- 
i 
==>) 


The Stormy Petrel. 


This is one of half a dozen vessels built last summer by 
Summers & Payne, Ltd., Southampton, for members of the 
Motor Yacht Club. They are very complete little cruisers, 
carvel built, with a short deck fore and aft and with two 
hoods, enabling them to keep passengers dry at all times. 


THE 25-FOOT LAUNCH STORMY PETREL, 


Each one has a length of 25 feet, a breadth of 5 feet 9 inches 
and a depth of 2 feet 9 inches. 

The Wolseley engines have two cylinders, giving Io or 12 
horsepower, with a consistent speed of 9 miles per hour. 
These motors are of the two-cycle type, without valves, and, 
having very few working parts, are extremely simple in 
handling. 


REVERSING CLUTCH FOR THE PROPELLER-SHAFT COUPLING ON THE PRODUCER-GAS VESSEL 


trols the gas coming from the generator through the cleaner 
before passing it into the cylinder. The working volume in 
the cylinders has practically no clearance space. All the 
exhaust channels and valves are well cooled on all sides, so 
that radiation from the engine is very slight. 

Each exhaust valve consists of a cast body with a malleable 
iron jacket; between the jacket and the body is cooling water, 
which, again, is vaporized for the use of the producer. It is 
said that a very short time is necessary between the starting 
of the producer and the production of the gas, giving full 
power to the engine. When the motor runs light there is a 
coupling between the motor and the shaft which can be re- 
leased by means of a hand-wheel on the deck. A second 
coupling aft of this one serves as a reverse gear for the 
propeller. 

For firing the generator, usually the best anthracite nut 
coal is used, costing about 22 to 23 marks ($5.25 to $5.50; 
21/6 to 22/6) per ton. In a trip last spring with a load of 
300 tons, 60 kilograms (132 pounds) of coal was burned per 
hour. The generator was cared for only once during each 
hour. The operation of the engine proved itself very regular 
under heavy load. The speed of the ship, empty, against the 
stream is about 22 kilometers per hour (12 knots).—Zeit- 
schrift des Vereines deutscher Ingenieure. 


WILHELM. 


A Forty=Foot Cruising Cabin Launch. 

One of the most striking exhibits at the New York Motor 
Boat Show was a high freeboard cruising launch built by the 
Racine Boat Manufacturing Company, Muskegon, Mich. The 
freeboard is such as would make this boat especially valuable 
for use in off-shore cruising, and against a heavy sea, as will 
be amply attested by the drawing. The length of the hull over 
all is 40 feet, with a beam of 8 feet 9 inches and a draft of 3 
feet. 

The stem and stern posts, keel and transom are of white 
oak, thoroughly riveted together, and with galvanized iron 
fastenings. ‘Che frames are of specially selected straight green 
white oak, bent to shape in a steam bath and fastened to the 
white oak floor timbers, which are riveted through the keel. 
The entire hull is planked with 1-inch Michigan white cedar, 
except for the garboard and sheer strakes, which are of oak. 
The skin fastenings are brass screws. Planking butts are re- 
inforced with oak doublings, while the clamps are of yellow 
pine. The engine foundation is a heavy structure of white 
oak, being specially designed for the limitation of vibration. 
The decking for the cabin is of white cedar laid fore and aft 
and covered with 1o-ounce duck, cemented on. An oak foot 
rail is fitted on either side, with an after deck and waterways 
of oak. 


International Marine Engineering 


Marcu, 1908. 


The forecastle is formed by an upward extension of the 
hull framing and planking, with a roof of beaded and matched 
cedar, covered with heavy duck and made waterproof with 
lead paint. The edges of the deck are covered with oak 


molding. The deck beams are of oak, with a slight crown. In 
the forecastle are located the gasoline tank (forward of the 
collision bulkhead), the chain locker and the engine room. A. 
pipe berth on each side above the engine furnishes accommo- 
Directly above the engine is a sky- 
This room has 


dation for two engineers. 
light, with bronze fittings and protecting rods. 


Electric lighting is provided by an Apple dynamo, driven by 
a friction gear from the fly-wheel of the engine. To supple- 
ment the dynamo there are two storage batteries, each with a 
capacity of 60 ampere-hours at six volts. The lighting is pro- 
vided by twelve 6-volt lamps of 4 candlepower each. The 
equipment includes also polished brass Fresnel sailing lights, 
brass binnacle, a mast with a stationary yard for signaling pur- 
poses, two anchors with a davit for their operation, and a 9- 
foot canvas-covered tender carried on top of the cabin trunk, 
and handled by galvanized iron davits on the port side. 


rae 


FCRTY-FOOT CRUISING CABIN LAUNCH, 


six hinged bronze port lights, thus affording ample light. 

The stateroom just aft of the engine room has two smaller 
port lights, one on either side, and opens from the saloon, in 
which are two sofa berths and a folding table. The exterior 
finish of the saloon, which projects above the after deck of 
the boat, is in mahogany. The interior is white enamel with 
trim. Six square windows are fitted on either 
side, being hinged at the bottom. The roof beams are of ma- 
hogany, with white cedar panels finished in white enamel be- 
tween them. Plate-glass mirrors are fitted on the bulkheads 
leading from the saloon to the stateroom and to the galley and 
toilet respectively. Lockers are fitted under the sofas, the 
latter being upholstered, back and seat, in green plush. Green 
tapestry curtains are fitted at each of the two exits from 
the saloon. 

Aft of the saloon is a compartment containing the toilet on 
the port side and galley on the starboard. The latter is 


equipped with a two-burner oil stove, pump, dish rack, sink 


mahogany 


and locker, while an icebox under the after deck serves for 
To the port of the icebox is the 


the storage of provisions. 
fresh-water tank, also under the after deck. 

The engine, which is of 20 horsepower, 
type with four cylinders, an inboard reverse, and turns a 
solid three-bladed propeller. The engine is water jacketed 
throughout, is fitted with a float-feed carbureter, jump-spark 
ignition, and a rotary pump and bilge discharge. The revers- 
ing lever and throttle control are fitted at the steering wheel, 
so that one man can handle the entire equipment. 


is of the 4-cycle 


BUILT BY THE RACINE BOAT MANUFACTURING COMPANY. 


The Power Lifeboat Banfield Creek. 

The Electric Launch Company, of Bayonne, N. J., has com- 
pleted a power lifeboat for the Canadian Life Saving Service, 
which is said to show qualities far in advance of any boat 
previously constructed for this purpose. The plans and speci- 
fications were prepared by Capt. C. H. McLellan, R. C. S. 
(retired), formerly inspector of the United States Life Saving 
Service, and call for a boat 36 feet over all, 8 feet 11% inches 
beam, built almost entirely of mahogany and fastened with 
gunmetal and copper, no iron being permitted. 

It is diagonally planked in two layers, with canvas between, 
and is self-bailing and self-righting, with the crew lashed to 
the thwarts. The boat is divided into eight watertight com- 
partments below the deck, and each compartment is filled with 
copper air cases, eighty-two in all. It is lug rigged with 
foresail, mainsail and jib, with hollow masts and gunmetal 
centerboard, and is also fitted for ten oars. 

A 35-40-horsepower Holmes auto-marine, six-cylinder, four- 
cycle, gasoline (petrol) motor is installed in the after end 
compartment, which gives a speed of 934 miles per hour with 
650 revolutions. The controls are so arranged on the outside 
of the compartment bulkhead, in recessed boxes, that the 
motor can be readily managed from the outside when the 
compartment is closed watertight. 

A fuel tank of 125 gallons capacity is located in the lower 
hold just forward of the centerboard trunk, and an auxiliary 
fuel tank of 25 gallons capacity is placed under the turtle back 
of the forward end compartment, into which the fuel is 


Marcu, 1908. 


International Marine Engineering 


BSS) 


pumped from the main tank as required. The fuel pipe to the 
motor leads from the auxiliary tank outside along the gar- 
board. A glass in the forward bulkhead enables the height of 
the fuel to be seen in the sight tube attached to the auxiliary 
tank. 

The engine is fitted with jump spark ignition, the current 
being supplied by the Apple ignition apparatus, which also 
furnishes current for a stationary’and drop light in the motor 
room and a light by the sight tube of the auxiliary tank for- 
ward. The whistle is operated by air, compressed by the 
motor. The boat is steered from a wheel, which can be in- 
stantly detached from.the rudder head, in case the steering 
oars are to be used in a bad surf, and the rudder is to be 
triced up. 

The boat has been sent to Victoria, B. C., and from there 
taken to Banfield Creek, Vancouver Island, which will be its 
station. This is one of the most dangerous locations for 
shipping on the Pacific Coast, being nearly opposite Cape 
Flattery, and is near the scene of the disastrous Valencia 
wreck, which occurred a few years ago. It is also near the 
point where international co-operation in lifesaving is soon to 
be a reality, with an American revenue cutter on duty in Neah 
Bay, and wireless stations along the coasts of Vancouver 
Island and the State of Washington. 


ii a Sowden 


THIRTY-SIX FOOT LIFEBOAT, 


A French Cruiser Motor Boat. 


The cruiser Delahaye IV won the second prize for cruisers 
of 6.5 meters (21.3 feet) at the Chamtionnat de la Mer, and 
also at the D’Evian regatta for cruisers of 8 to I2 meters 
(26.2 to 39.4 feet). It has also won first prize for the same 
class of cruisers at the Nantes regatta, also at Coupe de 
Troudille and the Regates de Lucerne. At the Regatta du 
Havre this boat won second prize over a course of 100 miles, 
and first prize for cruisers 8 to 12 meters at the Regates du 
Lac-Majeur. This remarkable little French cruiser has an 
engine of only 16 horsepower, of the vertical four-cylinder 
type, having a normal speed of 1,250 revolutions per minute. 
The engine occupies a floor space of 1,250 by 500 millimeters 
(49% by 1934 inches). 


A 16-HORSEPOWER FRENCH MOTOR BOAT. 


Soe Doi aii jasc 


BUILT FOR CANADIAN GOVERNMENT, AT BAYONNE, N. J. 


A Twenty-five Foot Semi=Cabin Cruiser. 


The photograph shows the 25-foot cruiser Hawk, built by 
MacLaren Brothers, Sandpoint Yard, Dumbarton. The gen- 
eral arrangement of this launch shows a small store room in 
the forepeak; a cabin, including two sofa berths and folding 
table; an open cockpit, in which are located the engine (under 
a portable cover); a folding table and the steering position, 
and the after peak, in which is the fuel tank. On the forward 
deck, just ahead of the cabin turtle back, is a watertight hatch, 
giving access to the cabin and the stores. The length is 25 
feet, beam 6 feet, depth 3 feet 3 inches and maximum draft 
1 foot 8 inches. 

The engine is a 6-horsepower Scout motor, with two cylin- 
ders, and operates the propeller shaft by means of a universal 


International Marine Engineering 


Marcu, 1908. 


FEET LONG. 


THE MOTOR CRUISER HAWK, 25 


joint, the engine crank shaft being horizontal. Reversing is 
accomplished by means of a lever and slide clutch operated 
from the steering position. This enables the entire manage- 
ment of the vessel to be placed under the control of one man. 
There is a bilge pump worked by the motor and put in action 
by means of a lever. The floor of the cockpit is covered with 
linoleum, while the motor, which projects beneath this floor, 
is fitted with a metallic tray. 


The World’s Shipbuilding in 1907. 


Figures from various sources have been compiled showing 
the shipbuilding of the world during the year lately concluded. 
The various methods of compiling the figures have resulted in 
considerable variations in the totals given. The apparently most 
reliable figures which we have been able to find show an 
aggregate of 2,966,156 gross tons of merchant vessels, of 
which 1,654,533 tons, or 55.8 percent, were launched in the 
United Kingdom and the colonies. The total for the British 
Isles appears to be 1,620,853 tons, of which 139,442 tons repre- 
sent the Irish construction (mainly Belfast); 840,995 tons 
were constructed in England, and 640,416 tons in Scotland; 
the construction in the colonies was 33,680 tons. In each case 
warship figures are omitted. Construction in other countries 
includes : 


1906, 1907. Lloyd’s. 
United States..... 303,201 502,508 474,675 
Genmanyvareeeniee 356,128 311,784 275,003 
ISlOMENG! 55 sibcon so T15,152 152.371 88,623 
rancemeertcnenrce 59,837 83,105 61,635 
Jia Danittgatas ys ea sate 95,088 66,015 66,254 
Titalyaqenitet ya args 41,046 53,033 44,666 
INGEN Gocadcccds 56 022 51,523 57,550 
Other countries.... 106,821 91,284 55,343 


First on the list of separate yards for the year is William 
Doxford & Sons, Sunderland, with 91,254 tons and 40,063 
horsepower, as compared with 90,907 tons and second rank in 
1900. If, however, we include the several plants of the 
American Shipbuilding Company on the Great Lakes, we find 
that this company has constructed a much larger tonnage than 
any other in the world, the figures being 205 233 tons and 
66,300 horsepower in 1907, and 195,930 tons in 1906. This in- 
cludes seven yards, of which six were in operation in 1906. 
The largest of these yards accounts for 54,788 tons, which 
figure is exceeded by six British yards, including Doxford & 
Sons, Swan, Hunter & Wigham Richardson (80,573 tons), the 
Elswick yard (74,228 tons), Harland & Wolff (72,412 tons), 
Russell & Company (71,705 tons), and Workman, Clark & 
Company (63,245 tons); and also by the Great Lakes Engi- 
neering Works, Detroit (55,485 tons). The largest construc-- 
tion in Germany was by the Vulcan Works, Bremen, with 
49,431 tons. No other yard in the world, outside of Great 
Britain, reached as much as 40,000 tons. 


Of the total construction during the year only six vessels 
exceeded 10,000 tons, and none of these reached 13,000, while 
last year we had the two mammoth Cunarders of over 30,000 
tons each, as well as the Adyviatic, of almost 25,000 tons. Three 
of these largest ships are from the yard of Harland & Wolff, 
Belfast, while two others are from the Fairfield Company, 
Govan. The sixth—third in order of size—was built by Bar- 


clay, Curle & Company, Whiteinch. 


Figures given by Lloyd’s Register differ somewhat from those 
collected from other sources. The annual summary of this 
Register states that 752 steamers of 1,581,521 gross tons, and 
&9 sailing vessels of 26 369 gross tons, were launched during’ 
1907 in the United Kingdom. This makes a total of 841 vessels 
and 1,607,890 tons. This Register gives figures for merchant 
shipbuilding in other countries, as shown in our table, under 
their name. In each case it will be found that there is a 
marked difference from the figures collected from other 
sources, the total given for the world being 2,778,088 tons. 

It might be of interest to compare some of the figures given 
in Lloyd’s table of shipbuilding during the past sixteen years. 
In 1892 the total construction is given as 1,358,045 tons, of 
which the construction in Great Britain amounted to almost 82 
percent; that in the United States was only 4.6 percent, while 
German construction was about 4.8 percent of the total. In 
1897, the total construction is given as 1,331,924 tons, this 
having been a particularly lean year. Of this total, British 
ships accounted for 71.5 percent, American for 6.5 percent, and 
German for 10.5 percent. In 1902, out of a total construction 
of 2,502,755 tons, the British figures accounted for 57 percent, 
American for 15.1 percent, and German for 8.5 percent. In 
1907, out of a total of 2,778,088 tons, British construction ac- 
counts for 58 percent, American for 17.1 percent, and German 
for IO percent. : 

Warship construction is given by Lloyd’s as 142 vessels of 
321,211 tons displacement. Adding this to the merchant figures, 
the total construction for the world appears to have been 1,930 
vessels, of an aggregate of 3,099,299 tons. Of men-o’-war, 
thirty-six ships of 134,475 tons were built in the United King- 
dom, all except three, of 1,070 tons, being for the British Navy. 
Construction in other countries include sixteen in Japan, of 61,- 
roo tons, of which six of 3,900 tons were for China; twenty- 
four in France, of 35,289 tons, of which seven of 1,695 tons were 
for Turkey; fifteen in Russia, of 34,617 tons; twelve in Italy, of 
25,154 tons; twenty-one in Germany, of 16,200 tons, of which 
two of 700 tons were for Greece, and two of 700 tons for 
Russia; five in the United States, of 11,590 tons, and thirteen 
in other countries, aggregating 2,786 tons. 


New Coast Guard Boats for Turkey. 


A scout and five gunboats for the Turkish government have 
recently been completed at the Chantiers de la Loire. These 


TWO SMALL TURKISH GUNBOATS, 


BUILT IN FRANCE, 


Marcu, 1908. 


International Marine Engineering 


135 


THE TURKISH COAST GUARD CRUISER MARMARIS ON S™IPWAY. 


steamers are designed for coast guard work, and for the sup- 
pression of piracy and smuggling, and the settlement of va- 
rinous disputes along the Turkish coast in the Red Sea and 
the Persian Gulf. The scout has been named Marmaris, while 
_the first of the gunboats has been called Seddlibaschir. These 
two types of vessels are quite different from each other, and 
are not at all in line with present up-to-date practice of the 
larger naval powers. For their own purpose, however, they 
will doubtless prove satisfactory. 

The Marmaris has an armament including four 9-pounder 
and two 1-pounder guns and one 18-inch torpedo tube. She 
has a crew of twelve officers and fifty-four men. The gun- 
boats are arranged for three 3-pounder and two 1-pounder 


THE TURKISH COAST-GUARD GUNBOAT SEDDILBASCHIR ON SLIPWAY., iv 


guns with one torpedo tube, and are manned by nine officers 
and thirty-eight men. 


The general dimensions of the two types are as follows: 


Marmaris. Gunboat. 
WRotalllengtheeere eer : 172 ft. 154 ft. 
IWpqGKAINS EN, ooa0nc0000000 DAGity PSE 18 ft. ro ins. 
IDHINS 0500000000800 dooonee 13 ft. gins. TUplits 
IDE adEGHopla area oO Ro a 11 ft. to ins. 7 ft. 11 ins. 
Displacement in tons........ 422 309 
Indicated horsepower........ 950 480 
Speedsing <notseeEe Ep eetnerr 14.81 12.45 
adiustoivachoneeenrrenere: 2,000 miles 1,200 miles 
Sleamppress Urea ener 199 pounds 199 pounds 
Scotch boilers'....:... Sti 2 I 
Sail area, in square feet...... 5,160 2,205 


International Marine Engineering 


Marcu, 1908. 


Published Monthly at 


17 Battery Place 
By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 


New York 


E. L. SUMNER, Secretary 
and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY GRAVES KOON, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Boston, 170 Summer St., S. I. CARPENTER. 


Branch 
Offices 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine Kngineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 

Patent Office. ; 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 


no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 5th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the 1st of 
the month. 


Direct’ Steamship Service Between the Two Americas. 


For many years there has been a large item of com- 
plaint on the part of merchants in the United States 
regarding the steamship service between that country 
and the countries on the east coast of South America. 
Strange as it may seem, it has usually been speedier 
and not more expensive to send mail, travelers and 
merchandise from the United States to England, and 
thence to Brazil and the Argentine Republic. The two 
latter-named countries are just about equally distant 
from the United States and England, and the strange- 
hess of the whole proceeding lay in the necessity for 
sending whatever had to be sent across three thousand 
miles of the stormy North Atlantic, and then starting 
them on a journey of approximately the same extent 
as would have been the case ee the shipment been 
made direct. 

One of the main arguments brought up in the Con- 
gress of the United States in favor of a subsidy bill, 


be it mail subsidy or shipping subsidy, has been based 
upon the facts mentioned above. It is, naturally, very 
disconcerting to the pride of the average American 
merchant to be placed, as it were, in such subserviency 
to his British contemporary; and the element of time, 
always of much importance in matters of this kind, has 
made the argument a very strong one. The same sub- 
ject is up again in the present Congress, and bids fair 
to win a limited modicum of success, in so far as the © 
carrying of the mails is concerned. Whether or not 
this will result in any considerable accretion to the 
number and size of steamships plying between New 
York and Rio de Janeiro and Buenos Ayres remains to 
be seen, but the presumption is all in its favor. 

Our first article this month covers a description of 
the first of a line of steamers, under the British flag, 
in which this identical service is to be carried on. 
Other steamers under construction will make up a fleet 
with which it is proposed to make two sailings per 
month in each direction, and thus maintain regular, 
systematic and comparatively rapid communication be- 
tween the two halves of the American continent. This 
service is expected to be very good, so far as it goes; 
but the developments of the next few years will un- 
questionably show the need for a great augmentation 
in the number of ships sailing, and the frequency of 
opportunity to make the trip. In other words, it is 
highly probable that the demand will require sailings 
at least once a week, and possibly as often as twice a 
week. It is for this reason that the bill at present be- 
fore Congress is being pushed, with the idea of plac- 
ing at least a fair proportion of these vessels under the 
flag of the great nation most largely concerned in the 
trade. Such a consummation could be effected only by 
the construction in American yards of ships designed 
and destined for this particular service, and of suffi- 
cient number to bring the service up to the point where 
supply meets demand. This would serve as a very 
effective stimulus to shipbuilding on the Eastern coast 
of the United States, and, as such, would be heartily 
welcomed by all interests concerned. 


Motor Boats. 


The present number, as has been the case once or 
twice before with March numbers, is very largely given 
up to the subject of small boats propelled in the main 
by internal combustion engines. This is an industry 
which has grown from very small beginnings to a 
present enormous business; and while in general it is 
more or less removed from shipbuilding, so far as the 
large units are concerned, yet the general problems 
involved are pretty much the same, and much may be 
learned from experiments on these small vessels which 
will be of aid to the designer of large ones. Not the 
least of these features is in connection with the use of 
internal combustion engines operating upon suction 


Marcu, 1908. 


International Marine Engineering 


137 


producer gas generated alongside the engine. One of 
the articles this month is a brief description of such a 
small vessel; and many have been the attempts to in- 
augurate such a system of producer gas plants and 
engines as would prove available for the propulsion of 
large vessels. This is not a new proposition, but up 
to date success has not been very marked, and no vessel 
of any considerable size has been fitted with the appara- 
tus. Much has been done, however, in the way of ex- 
perimentation, particularly upon these small plants, 
and all of this is simply a case of pioneering which 
will bear fruit in the near future in the application of 
this form of power to larger vessels. 

Motor boats may be in general divided into three 
principal classes—those intended for business pur- 
poses, those intended for cruising and those intended 
for racing. The general principles underlying all of 
these classes are necessarily the same, but the details 
are worked out along totally different lines. The cruis- 
ing vessels have broad and comparatively heavy hulls, 
where the racing vessels are narrower and with weights 
reduced to a minimum. The cruisers have engines of 
moderate power only, often of considerable weight in 
the interests of economy of operation, steadiness and 
reliability ; where the racer is provided with engines of 
great power, and here again weights have been re- 
duced to a very low figure. The racer is almost in- 
variably an open boat, or one covered with a flush 
deck; the cruiser is frequently of this same type, but 
is perhaps more frequently fitted with some sort of a 
cabin, either under a turtle back forward, or reaching 
up amidships in the form of a deckhouse, the larger 
portion of which is below the main deck. 

The business boat has many of the characteristics of 
each of the others, and, under certain conditions, very 
much resembles either the one or the other, depending 
upon the particular service to which it is to be applied. 
In many cases, however, we find a totally different sort 
of a proposition,—such, for instance, as in boats de- 
signed for oyster fishing, or for deep-sea fishing gen- 
erally. In these cases we have a broad, flat boat of 
very little shapeliness, propelled by a small engine in- 
tended to develop a speed usually of not more than six 
to eight miles per hour. This engine is located in the 
extreme stern, and very little attention is given to 
whether or not the screw shaft has a considerable rake. 
The propeller is not operated at anything like its best 
efficiency, but gives such service as is demanded much 
more cheaply than it could be obtained with any other 
known form of propulsion except the wind. Most of 
these boats are fitted also with some provision of sails, 
which are used whenever the wind is available, and 
from this point of view the engine is largely an aux- 
iliary. In any event, however, the boat is distinctly 
a motor boat, and is one whose usefulness is beyond 
question. 

In addition to the regular forms of motor boats, 


there are other vessels propelled by internal combustion 
engines whenever occasion demands it. These are aux- 
iliaries, intended usually for propulsion by sails, and fit- 
ted with the motor simply as a means of proceeding in 
a calm or against head winds. A conspicuous example 
of this type is the large schooner Northland, described 
at page 362 of our September, 1907, number. This is 
said to be the largest auxiliary schooner in existence, 
and is provided with a six-cylinder engine of not less 
than 500 horsepower. ‘This vessel is of over 2,000 tons 
gross, and carries 9,000 square yards of canvas, upon 
which, in general, reliance is placed for propulsion. 
When necessary, however, the engine is found to give 
excellent satisfaction, the speed being from 5 to 6 
knots, even under adverse circumstances. In this par- 
ticular case, there are also smaller engines of the same 
general type, which are used for generating electricity. 
The electrical power is used for operating elevators, 
thus facilitating the handling of the cargo; for lighting: 
the schooner electrically ; and for operating a search~ 
light. These are all decided innovations in coastwise. 
schooners, and illustrate rather forcibly the great utility: 
of the small engine for auxiliary purposes upon vessels 
of this type. 

A kindred use of internal combustion engines is in 
their fitting to large sailing yachts, be they sloops or 
schooners. Several such vessels have had these engines 
installed, eithes at the time of building or at a subse- 
quent date, and much satisfaction has been derived 
from their use, whenever occasion has demanded the 
propulsion of the vessel by means other than her own 
sails. In other cases, where it was not found feasible 
to fit the auxiliaries, a small boat has been carried, in 
which an internal combustion engine was fitted for its 
propulsion. This boat has been used as a tender, 
carrying passengers to and from the shore, and has on 
occasion been impressed into service as a towboat. In 
this latter case the boat works at a very poor efficiency, 
but nevertheless, in general, it has been found to give 
a speed of three or four miles per hour, which has 
usually proved satisfactory. An example of this is 
illustrated this month on page 129. 

In referring above to the Northland, we mentioned 
the two auxiliary engines generating electricity for 
various power and lighting purposes. This is a feature 
which is gaining more and more prominence, and 
which we may expect to see a very considerable item in 
vessels of the future, in which steam is not already pro- 
vided by an equipment of boilers and steam machinery, 
The engine is particularly well adapted for this purpose, 
as it can be started almost at a moment’s notice, and 
there is no fuel consumption whatever while the engine 
is not running. It differs markedly in this respect 
from the steam outfit, in which some time is required 
for getting up steam, and fuel is being burned, except 
in certain special cases, throughout a large portion of 
the time. 


138 


International Marine Engineering 


Marcu, 1908. 


Progress of Nayal Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports, Jan. 10, 1908, the following percentage of completion 
of vessels for the United States Navy: 


Dec. 1.} Jan. 1 
BATTLESHIPS. 
| Tons. | Knots. 
Mississippi... .. . | 13,000] 17 Wm. Cramp &Sons.....-....- 98.01 | 98.65 
IGEN, coossoeun |) USHOND|) —iby/ Wm.Cramp & Sons........... 91.24 | 94.12 
New Hampshire.| 16,000) 18 New York Shipbuilding Co..... 93.1 95.3 
South Carolina..| 16,000} 18% | Wm.Cramp &Sons........... 31.68 | 33.76 
Michigan....... 16,000| 184 | New York Shipbuilding Co..... 33.5 37.9 
Delaware....... 20,000| 21 Newport News S. B. & D. D. Co} 5.08 7.05 
North Dakota... | 20,000] 21 Fore River Shipbuilding Co...| 7.84 | 12.7 
ARMORED CRUISERS. 
North Carolina.. | 14,500| 22 Newport News Co........:...| 95.17 | 96. 
Montana....... | 14,500| 22 Newport News Co............| 89.49 | 91.31 
SCOUT CRUISERS. 
Ghestersyacee eel onc 0 mre dene BathelronaWiOrkssa eee rienr 94. 95.15 
Birmingham....! 3,750] 24 Fore River Shipbuilding Co.....| 91.88 | 93.71 
Salem acre 3,750| 24 Fore River Shipbuilding Co.....} 90.29 | 92.09 
TORPEDO BOAT DESTROYERS. 
Number 17...... 700| 28 Wane Gram plea onsen terns | meterier 0.0 
Number 18..... 700) 28 Vise Gummo ce Sono 5ancucceol) soncc 0.0 
Number 19..... 700; 28 New York Shipbuilding Co.....| ..... 3.4 
Number 20..... 700/ 28 Iya IbyoN WO PGs 5cococcKedoul| oacoo 0.0 
Number 21..... 700} 28 BathelronswOrks sansa eter | mere 0.0 
SUBMARINE TORPEDO BOATS. 

Cuttlefish.......| — —_ Fore River Shipbuilding Co.....| 99. 99. 


ENGINEERING SPECIALTIES. 


Boat Lowering Gear. 


In combination with the Welin quadrant davit, it is desirable 
to have some means providing for the lowering and hoisting as 
well as the swinging out. Mr. Welin has already gotten out 
one or two designs for this purpose, and anyone insisting upon 
a winch arrangement attached to each davit or each pair of 
davits can have it. It should not be difficult to lower the boat 


as long as the belaying pins are properly made; and the plan 
has been to keep the whole mechanism as simple as possible. 
One of the illustrations shows a drum and brake attached 
to the Welin davit, and the other shows a simple clutch for 
lowering. With the former gear two men can swing out the 
boat, as with the ordinary quadrant davits, by turning the 
cranks, and after they have turned the boat out all they have 
to do is to take hold of the brake and lower away. This brake 
is so arranged that it gives the men, with very little effort, 
complete control of the lowering of the boat when it is fully 
loaded with passengers, as well as when empty. When it is 


desired to hoist the boat, this can be done by one man at each 
end, and by using the same cranks, only that they shift the 
cranks to the other pinions. This gear is very simple in its 
construction, and is made of the best material, so as not to 
suffer any corrosion whatever, and it works very well. 

The other gear is still simpler, but is intended only for 


wire falls are 


lowering purposes, particularly on ships where 
used. A great many ships nowadays carry several small 
winches upon the boat deck, to which the falls can readily be 
led when the crew wishes to hoist the boats. In such cases the 
simplest thing would be to apply this gear, which consists of a 
simple clutch brake, through which the wire is run and con- 
trolled when lowering the boat. (Welin Quadrant Davit Com- 
pany, Hopetown House, London, E. C., and 17 Battery Place, 
New York.) 


A Boiler-Water Circulator. 


This device has been placed upon the market by the British 
Boiler Water Circulator Syndicate, of Nottingham. It is 
claimed not to require any structural alterations whatever to 
the boiler, and that it can be removed, inspected and replaced 
by an ordinary workman in about two hours. The object of 
the appliance is to increase the water circulation and facilitate 
steam generation by giving greater freedom to the gas-con- 
taining globules formed on the heating surfaces. It is entirely 
automatic in action. The feed water sent into the boiler must 
first pass through the apparatus illustrated, where it is not only 
heated, but is also cleansed and softened, while, further, the 


Ore Oreo. 


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YAN 


CHAMBER 


Marcu, 1908. 


International Marine Engineerinzg 


139 


grease is extracted. The feed inlet is indicated, and the set- 
tling chamber for impurities is also shown. The sediment, 
etc., can be ejected by means of a blow-off cock and pipe, and 
in fact the only attention necessary is that wanted for occasion- 
ally blowing out the impurities which are trapped. The con- 
struction is perfectly simple, and there are no delicate parts. 
The usefulness of moving water rapidly over the heated 
surfaces of boilers is now being recognized, and in increased 
steaming capacity and in the use of impure or dirty water this 
appliance should show advantages. 


Turbine=Driven Centrifugal Hot Well Pump. 


For the high vacuum required by steam turbines it has 
been found desirable, especially in large installations, to use 
separate pumps for drawing the condensed steam and the air 
from the condenser; forming what is known as the “dry 
vacuum system.” The air is handled by an engine-driven 
reciprocating air pump, and as no water is handled the clear- 


ance can be made small, thus obtaining a high efficiency. The 
waier is usually handled by a centrifugal hot-well pump, which 
is driven by an electric motor in the case of electric plants 
on shore, as it requires a high speed of rotation. 

In using the dry vacuum system on turbine-driven vessels, 
it was considered objectionable to use a motor to drive the 
centrifugal hot-well pump, on account of the dampness and 


high temperature of the engine room; therefore direct drive 
by a steam turbine was used. The illustration shows the com- 
plete set as made by the Fore River Shipbuilding Company, 
Quincy, Mass., for the United States scout cruiser Salem, 
the main propelling machinery of which consists of Curtis 
marine turbines. 

The pump end consists of a 4-inch two-stage volute centri- 
fugal pump arranged to work with shaft vertical. The tur- 
bine is a two-stage Curtis turbine mounted above and directly 
connected to the pump. ‘The entire set requires floor space 
of only 3 feet square, and is 9 feet 6 inches high over all. It 
is rated to deliver 300 gallons of water per minute from a 
29-inch vacuum, and has a large overload capacity. The total 
weight is 5,850 pounds, and the speed is 1,200 revolutions per 
munuce. 


A New! Indicator. 


The Star Brass Manufacturing Company, Boston, Mass., has 
recently developed a new steam engine indicator of the outside 
spring type, which has been given severe tests, and is said to 


work extremely well. .A number of the special features dis- 


tinguishing this indicator from some of the others on the 
market include an elongation of the spring instead of compres- 
sion; a comparative uniformity of temperature of the spring, 
due to its position outside the steam passages; lightness and 
accuracy of the spring; strength and rigidity of the pencil 


te, 


i a area 


MAT: i 


——— 


: | Whi i 
i ! | F\ . J ] 
i | RD fon 
ps ae 
== 


motion; a good diameter and length of piston; general solidity 
of the indicator frame; ease of change from right to left hand, 
also in changing tension of drum spring; accessibility of 
cylinder for removal or examination; the cylinder at all times 
surrounded by live steam, forming a steam jacket which is 
self-draining; and all chance of back pressure on top of the 
piston removed, owing to the provision of means for the pas- 
sage of exhaust steam from the cylinder to the atmosphere. 

A bifurcated post is provided to guide the pencil arm, thus 
preventing any outward dislocation, with consequent cramping 
of the movement. The barrel is provided with stops engaging 
with lugs on the sleeve. This prevents any cramping in right 
and left motion. The adjustment of the atmospheric line is 
accomplished by means of washers on top of the barrel. The 
device is really a lock nut, and the position of the line is not 
changed by a change of spring or adjustment in any part of the 
instrument. It is said that eleven of these indicators are in 
use on the battleship Vermont and thirty-six in the Brooklyn 
Navy Yard. 


140 


International Marine Engineering 


Marcu, 1908. 


Steam Turbine Lighting Set. 


There have recently been placed on the market by the B. F. 
Sturtevant Company, Hyde Park, Mass., electric generating 
sets for ship lighting and kindred purposes, in which the 
prime moyer is a steam turbine with one or more disks of 
vanes, all sizes below 200 horsepower being single stage, and 


those above, two, three and four-stage. The bucket wheel is 


a single forging of open-hearth steel, with the buckets worked 
out of the solid metal on an automatic cutting machine. A 
shroud is left on the outside of the blades to insure against 
fouling. On either side of the bucket wheel is a stationary 
reverse guide ring of forged steel, as shown in one illustration. 
Steam nozzles of tobin bronze are inserted at A, and the 
steam, entering at these two points at the extremities of a 
diameter, acts upon buckets in the wheel, reacts in the revers- 
ing buckets, and returns again.and again to the wheel, thus 


taking a spiral path in the closed chambers or cylinders 
formed by the two sets of buckets. These guide buckets are 
shown at B. and the steam is exhausted at C. Midway be- 
tween the two nozzles are small starting buckets D, increasing 
the starting torque. At full speed these are shut off. 

To take a typical case, that of a unit of 50 horsepower, we 
find that the speed range under different conditions is from 
1,600 to 3,000 revolutions per minute. The net weight of the 
turbine and its base, exclusive of the generator, is 2,400 


pounds. The length of the turbine shaft is 44 inches, the ex- 
treme height is 50 inches, the exterior diameter of the tur- 
bine casing is 30 inches, and the base measures 35 by 32 inches 
over all. 


TECHNICAL PUBLICATIONS. 


Steam Turbines. By Carl C. Thomas, professor of marine 
engineering, Sibley College, Cornell University. Size, 534 by 
g inches. Pages, 334 + XXXII. Figures, 145. Plates, 20. 
New York, 1907: John Wiley & Sons. Price, $4.00. London: 
Chapman & Hall, Ltd. Price, 17s. 

This is the third edition of the work, and includes new 
material on the design of the Curtis and Parsons types of 
turbine, as well as suggestions regarding turbine analyses 
and a diagram of the heat contents of steam, the super- 
heated region of which is plotted from the results of the 
author’s recent investigation of the specific heat of super- 
heated steam, as presented before the American Society of 
Mechanical Engineers in December, 1907. The present edition 
contains also new material relating to the application of 
steam turbines to marine propulsion, including illustrations of 
some of the most recent turbine steamers. Only such details 
relating to present practice in turbine construction have been 
given as would suffice to illustrate the application of the prin- 
ciples. 

Five of the ten chapters are devoted to theoretical con- 
siderations covering the subject of steam and its operation as 
an agent for the generation of power. This part of the subject 
covers nearly one-third of the text. The subject of the flow 
of steam through orifices, nozzles and turbine buckets is taken 
up as an intermediate stage between the theoretical part of the 
work and the practical discussion of turbines and their design. 
The last four chapters are devoted to descriptions of various 
types of turbines and their operation, including discussions of 
the broad classes into which turbines may be divided; while 
the tenth chapter is devoted to the marine steam turbine. In 
this chapter is a considerable amount of information regarding 
vessels which have been equipped with steam turbines, nearly 
all of them, of course, being of the Parsons type. Charts are 
given showing the relative economy as between turbines and 
reciprocating engines, and there are diagrams of engine 
rooms, photographs of various prominent turbine-propelled 
vessels, such as the Lusitania and the Creole, and many other 
illustrations covering the construction of the turbine and 
methods for measuring its action. 


Introduction to the Study of Electrical Engineering. By 
Henry H. Norris, M. E., professor of electrical engineering, 
Sibley College, Cornell University. Size, 6 by 9 inches. Pages, 
404 + XXIV. Figures, 179. New York, 1907: John Wiley 
& Sons. Price, $2.50 net. London: Chapman & Hall, Ltd. 
Price, 10/6 net. 

The work is intended as a text-book for the use of students. 
in electrical engineering at the higher technical colleges, and 
is intended to lay a foundation for more advanced analytical 
work by those pursuing such courses. It is designed to be 
used in combination with practical experience in either the 
construction or operation of electrical machinery, or with 
laboratory exercises, and as such should be sufficient to enable 
a student to intelligently select, install and operate machinery 
of this type. 

The work is divided into thirteen chapters and an appendix. 
The chapters include, respectively: Historical Development 
of Electrical Engineering; Fundamental Electrical and Mag- 
netic Quantities; Materials of Electrical Engineering; Elec- 
tric Circuits; Magnetic Circuits; Construction of Electric Cir- 
cuits; Operation of Electric Generators; Transformers and 
their Applications; Construction and Operation of Power 


Marcu, 1908. 


International Marine Engineering 


141 


Stations; Electric Motors and their Applications; Electric 
Lighting and Heating; Electrical Measurements; the Trans- 
mission of Intelligence. The numerous illustrations are all of 
the line type, and nearly all of them have been made by the 
wax process, thus insuring splendid definition of lines and 
clearness in appearance. 

Particularly interesting are the chapters devoted to electric 
generators and motors, these giving details regarding the 
proper operation and application of these units, and describing 
in some detail different types of motors and their construction. 
The last chapter deals with telegraphy in its various depart- 
ments, including wireless telegraphy; the telautograph, de- 
signed for transmitting handwriting over a long distance; tele- 
phones, exchanges and central offices, and a short note on 
wireless telephony. A splendid index, covering about twenty- 
five pages, adds much to the value of the work. 


_ Hints to Engineers for the Board of Trade Examina- 
tions. By W. D. Martin, M. I. E. S. Size, 434 by 7% inches. 
Pages, 105 + II. Figures, 35. Glasgow, 1908: James Munro 
& Company. Price, 2/6 net. 


This little work is a collection of questions and answers on 
practical features connected with the operation of’ marine 
engines, boilers, pumps and auxiliaries, including a consider- 
able amount of material upon such items as metals, gages, 
electricity, refrigeration, etc. The illustrations are all from 
line drawings, and cover, in general, indicator cards, gage 
glasses, various types of valves, pumps and boilers, as well as 
riveting. The work appears to be thoroughly practical and 
well adapted to its purpose. It covers simple computations and 
sketches as well as direct answers to questions. 

_ Simple Problems in Marine Engineering Design (Includ- 
ing Turbines). By J. W. & R. M. Sothern. Size, 434 by 7% 


inches. Pages, 199 + XI. Glasgow, 1908: James Munro & 
Company. Price, 2/6 net. 


This is the second edition of the work, which is divided into 
six sections: Simple Engineering Mathematics; General 
Problems; Engine Design; Boiler Design; Marine Turbine 
Design; Speed, Consumption and Horsepower Problems. The 
work is replete with rules and examples, and is intended to be 
used in connection with a theoretical work covering much the 
same subjects. With a good knowledge of the general fea- 
tures of the problems, however, the work is entire in itself, 
and would serve simply as a guide in the working out of the 
various features of marine engines, turbines and boilers. In 
each case the answer to every problem is given as a check to 
the work, and the total number of problems is sufficiently great 
to give a considerable scope in character. In many cases the 
problems are made more than usually specific by reference to 
the name of the ship under consideration. 

Steam and Entropy Tables. By Cecil H. Peabody, pro- 
fessor of naval architecture and marine engineering, Massa- 
chusetts Institute of Technology. Size, 534 by 9 inches. 
Pages, 131 + XXIV. New York, 1907: John Wiley & Sons. 
Price, $1.00. London: Chapman & Hall, Ltd. Price 4/6 net. 

This is the seventh edition of tables calculated twenty years 
ago to accompany the author’s “Thermodynamics of the Steam 
Engine.” Since that date important experimental investiga- 
tions have been made, and this information has been used in 
recomputing the tables and in making certain changes facilitat- 
ing their use. All the tables for saturated steam have columns 
of entropy, due to vaporization, and the table in metric units 
has been made into a conversion table, by aid of which prop- 
erties can be found in either metric or English units, or a 
combination of the two may be used. 

The introduction deals at some length with the properties of 
steam and other vapors, going into the subject from the 
theoretical standpoint and making use of the calculus. The first 
table covers saturated steam on the basis of temperature in 
degrees Fahrenheit. The second table covers saturated steam 
on the basis of pressure absolute in pounds per square inch. 


The third table covers saturated steam in metric and English 
units, based on temperatures. The next eight tables cover 
properties of saturated vapor of ether, alcohol, chloroform, 
carbon-disulphide, carbon-tetrachloride and aceton in metric 
units, and of ammonia and sulphur-dioxide in English units. 
The remaining tables include one showing the specific gravity 
and specific volume of liquids, one showing the volume of water 
at different temperatures based on its volume at 4 degrees C., 
conversion tables between inches of mercury and pounds per 
square inch, and a table of corrective factors for superheated 
steam. 

The Temperature-Entropy table occupies fifty-two pages of 
the book, and is followed by tables of Naperian and common 
logarithms. 


Les Flottes de Combat en 1908. By Commandant de 
Balincourt. Size, 6 by 434 inches. Pages, 787 + LVI. Fig- 
ures, 386. Paris and Nancy, 1908: Berget-Levrault & Com- 
pany. -Price, 5 francs. 


This is the seventh edition of a work devoted to the dis- 
semination of information about the navies of the world. 
The general scheme is a left-hand page occupied by a line cut, 
showing an outboard profile and a battery plan of a vessel, 
while on the right-hand page is a description of that vessel, 
and, of course, at the same time, of its sister ships. The 
drawings show: the general appearance of the ships, and the 
location and approximate thickness of the armor for the hull 
and battery. They show also the distribution of the various 
guns, and give a general idea as to the character of the designs 
from the point of view of the main elements of attack and 
defense. All the important ships of all the navies of the 
world are included, which makes the work a valuable one for 
reference. There is an alphabetical index at the rear. 

Particularly interesting in the present number are figures of 
some of the‘ latest vessels under construction. In many cases 
the details of these vessels are not well known, and it is pos- 
sible that the real ships will show considerable changes from 
the drawings and descriptions here given, As _ indicating, 
however, such knowledge as is at present available on the 
subject, these are more than usually interesting. Among these 
vessels might be mentioned the four new German battleships, 
which carry sixteen 11-inch guns in six turrets, four of which 
turrets carry three guns each. These are arranged so that all 
may be fired on one broadside, the turrets at the ends being 
located as in the American battleship Michigan, while those 
amidships are placed en echelon. The ship is shown with two 
funnels. The German cruisers“E” and “F” are also illustrated, 
the former having ten II-inch guns in six turrets, located like 
the six turrets on the American battleship Connecticut. There 
are four funnels. The armored cruiser “F” is shown with 
twelve II-inch guns in pairs in six turrets, the arrangement of 
turrets being the same as in the German battleship, and al- 
lowing all of the guns to fire on one broadside. Six funnels 
are here shown, three forward and three aft. 

Other ships, about which a certain amount of mystery has 
been maintained, include the new Italian battleship of 16,000 
tons, which has eight 12-inch guns in pairs in four turrets, 
mounted one at either end of the ship, and two amidships en 
echelon. These may all be brought to bear on one broadside. 
Four funnels are shown, two forward and two aft. The 
Japanese battleship Satswma is illustrated, showing a main 
battery of four 12-inch and twelve 10-inch guns, all mounted 
in pairs in turrets in the conventional manner. The new 
Japanese battleship Huki is also shown, with twelve 12-inch 
guns in pairs in six turrets. Four of these turrets are arranged 
in the same manner as in the battleship Michigan; the other 
two are located, one on either broadside, and the: broadside 
fire is thus from ten of these guns; there are two funnels. The 
battleship-cruiser Kurama is shown, with three funnels, with 
a main battery of four 12-inch and eight 8-inch guns. The 


142 


former are mounted in the usual manner, while the 8-inch 
guns are located singly in eight turrets, four on either broad- 
side. 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


. 892.—How much coal is used in a year by the merchant ships of 
the world? W. S. 


A.—This is a subject which is exceedingly difficult of even 
approximate determination. Any estimate made would be 
subject to extreme guess work, because of the fact that marine 
engines differ so very markedly in general economiy, particu- 
larly when viewed in respect to their widely varying sizes, de- 
signs and dates of construction. Without going pretty deeply 
into the matter, it would be totally impossible to arrive at any 
figures of even approximate exactness. Merchant ships, as a 
rule, operate at nearly full power, and hence are not subject to 
the comparatively heavy consumption of coal based upon the 
operation of large engines at a small fraction of their power, 
as in warships. 

The merchant steam tonnage of the world at the present 
time is estimated at nearly 33,000,000 gross tons. Most of 
these ships are freighters with average speeds not exceeding 
10 or It knots, which means a low proportion of horsepower. 
An offhand estimate of the latter might be put at 15,000,000 
horsepower. This figure cannot be considered as accurate 
within 25 or 30 percent, but it serves at least as a basis for 
estimate. 

Assuming that the average vessel is in service for one-half 
of the time, and that the coal consumption averages 2% 
pounds per horsepower per hour, we have for each horsepower 
a total of 60 pounds of coal per day, and 183 days’ steaming in 
the year. This makes each horsepower call for 11,000 pounds 
(about 5 tons) of coal per year. On this basis the total annual 
consumption would figure out at about 75,000,000 tons, which, 
we believe, is about 8 percent of the total annual coal produc- 
tion of the world. 


Q. 393.—What is “cavitation” in a propeller? F. A. W. 

A.—Cayitation is a phenomenon in water or other fluid, ex- 
istent in connection with the propulsion of fast ships by screw 
propellers, in which the space immediately in the rear of the 
propeller blade is rendered more or less empty on account of 
the blade’s rapid cleavage of the water, and the relatively slow 
action of the water in closing in behind the moving blade. This 
action breaks the continuity of the stream of water in which 
the propeller is acting, and renders it impossible for the pro- 
peller to develop upon the water the full effective thrust of 
which it would otherwise be capable. It is an unstable condi- 
tion, and one which has caused much concern to designers of 
fast vessels. 


QO. 394.—How do you find the working pressure of a boiler? 
(2)—What is lap? What is lead? Vo iby Ab 


A.—If the diameter of the shell, the thickness of the shell, 
and the character of riveting are known, we can figure the 
working pressure according to the formula: 

USSG 

(PS ee 

YD Xf 
where TJ is the tensile strength of the steel of which the shell 
is made; ¢ is the thickness of the boiler shell in inches; D is 
the diameter of the boiler in inches; and f is the factor of 
safety. Suppose we assume that we have material with a 
tensile strength of 60,000 pounds per square inch, and that the 
shell has a thickness of 34 inch and a diameter of 150 inches. 


International Marine Engineering 


Marcu, 1908. 


If we take a factor of safety of 6, we find that the allowable 


60,000 K 34 
boiler pressure would be: P = = 100 pounds per 
75 X 6 
square inch. This assumes that the longitudinal seam is 


single riveted. If it is double riveted, we can add 20 percent 
to the above figure, thus giving a boiler pressure of 120 pounds 
per square inch. 

(2). —Lap and lead both refer to the position of a valve with 
regard to the steam passages of an engine in which the valve 
is working. These are best explained by a sketch. When the 


Steam Lap + Steam Passage 


4 to Cylinder 


* 


Exhaust Lap 


_ Exhaust 


7 
Valve 
Z Passage 


Exhaust Lap 


SMM iM 


2~Steam Passage 
% to Cylinder 


Steam Lap 


Valve Stem 


valve surface overlaps the steam ports, the amount of this 
overlap is known as the “lap” of the valve. It is evident that 
in this case the valve must be moved through this distance be- 
fore steam can be admitted to the cylinder. The lap of a valve 
is always measured in the middle of the stroke. On the 
steam edge of the valve this is called the “steam lap,’ and on 
the exhaust edge the “exhaust lap.” 

The amount of opening of the steam port at the moment 
when the piston begins its stroke is called the “lead” of the 
valve. This is brought about by regulating the angle between 
the position of the eccentric and the position of the crank. 
One object of this ‘is to admit a slight amount of steam before 
the piston finishes its stroke, thus forming an elastic cushion 
against which the piston is brought gently to rest, and which 
then assists in reversing its motion. 

QO. 395.—At about what speed should a four-cycle marine motor be 
run? I have been told that a propeller may be designed to fit any speed 
of revolution, while, on the other hand, I understand that a marine 
motor works best at about 600 revolutions. Does this vary with the 
model of the boat? Supposing that the wheel should turn about 600 
revolutions, and that I have a motor which would run 1,200 revolutions, 
and I reduce the speed of the propeller shaft by a two-to-one gear, so 
that the required 600 revolutions were obtained. Am I wrong in assum- 
ing that a 10-horsepower motor, running at 1,200 revolutions, geared two 
to one, causing the wheel to run at 600 revolutions, would be equal to 
20 horsepower, minus friction, by virtue of the two-to-one gears? Is 


this practical? If it is, it would certainly include a benefit in having 
the shaft parallel to tlhe water line. 13}, 13, 


A.—The number of revolutions at which a marine engine 
should be run depends upon the power of the motor, and the 
model and speed of the boat. They may be successfully run 
anywhere between 200 and 1,100 revolutions, if they are well 
adapted to the particular circumstances of the case. It is 
practically impossible to design an efficient wheel for a low- 
speed cruising boat when the revolutions are over 500 or 600. 
In the high-powered, high-speed type of boat, revolutions may 
run as high as 1,000, but 600 revolutions is a very fair aver- 
age for ordinary work. 

Your scheme to obtain 20 horsepower with a 10-horsepower 
motor is, of course, absolutely impossible. It certainly would 
not have been neglected all these years if it could have been 
done. But you are not doubling the horsepower when you re- 
duce the speed; you are simply doubling the acting force, but 
moving this force only half as fast. The horsepower, which is 
a product of force and speed, ought to be the same in either 
case, neglecting friction. Taking friction into account, you 


Marcu, 1908. 


will have less horsepower on the propeller shaft with your 
scheme than you will have on the crankshaft. The efficiency 
of gears, when well designed, ranges between 85 and 95 per- 
cent; that is, 10 horsepower at the crankshaft of your motor 
would give you perhaps 9 ,hhorsepower at the propeller shaft. 
T. M. B. 


Q. 396.—Kindly inform me how I may remedy the “‘grunting’’ in 
the intermediate pressure cylinder of a triple-expansion, four-cylinder 
marine engine, every time we get under way. The diameters of the 
cylinders are: HH. P:, $8.5; I.)R:, 63.5; two DL. RP, 74 inches each; 
boiler pressure is usually kept at 250 pounds. All cylinders are steam- 
jacketed, and we allow from 2 to 8 hours in heating up the main 
engines. As the revolutions are increased, this noise will decrease, until 
a speed of 60 R. P. M. is obtained, when it will stop altogether. Shutting 
the steam off of the jackets also proved to decrease this noise: “A 


A.—The “grunting” of the cylinder in getting under way is 
not at all unusual; for most engines grunt for Io or 15 min- 
utes after steam is admitted, no matter how thoroughly they 
may be warmed up. This is said to be due to the dryness of 
the cylinder walls, and a remedy is to inject a pint of water 
into the cylinder when it begins to grunt. This would prob- 
ably stop the noise. Shutting the steam off the jackets, as 
mentioned, would also operate to decrease the noise, because 
of the fact that this permits greater cylinder condensation, 


the water from which tends to lubricate the cylinder walls. 
CG, As IMG 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
ID), (C, 


872,842, SUBMERGIBLE VESSEL. EDWARD L. PEACOCK, 
MONTREAL, CANADA, ASSIGNOR TO THE LAKE TORPEDO 
BOAT COMPANY, BRIDGEPORT, CONN., A CORPORTION OF 
NEW JERSEY. 

Abstract.—The object of the invention is to adapt the hydroplanes to 
lie flat against or flush with the side of the vessel when the latter is 
running on the surface, and to render them capable of being quickly 


opened or adjusted to a horizontal position, from which they may be 
turned axially so as to present either their upper or lower surface to 
the water at any angle, to cause the vessel to rise or sink as the oc- 
casion requires, means being employed and operable from within the 
vessel for operating the hydroplanes and holding them in either posi- 
tion, and for adjusting them axially and holding them in their ad- 
justed position. Sixteen claims. 


872,870. BOAT. BENJAMIN F. WATERS, DOVER, N. C. 

Claim.—A_boat comprising a body, pulleys mounted in pairs at the 
ends thereof, parallel cables trained over said pulleys and transverse 
paddles connecting said cables, each of said paddles comprising a 
vertical working portion, and flexibly connected slats disposed as an 


a ZZ 


= <> = 
SSS ASS SSSSSSEESG SESS GS SESS SS US SSS SEY 
SS ee ae 

{ fj F 


entirety in a horizontal plane, the end ones of said slats being pro- 


paced with an inwardly extending inclined deflecting blade. One 
claim. ; 
872,759. ELECTROLYTIC SHIP-BOTTOM PROTECTOR. JOHN 


H. SCHONEBERGER AND GEORGE W. FRAZIER, ALLEGHENY, 


International Marine Engineering 


143 


PA., ASSIGNORS TO PITTSBURG ELECTROLYTIC MANUFAC- 
TURING COMPANY, A CORPORATION. 

Abstract—The invention has for its object the production and ar- 
rangement of certain electrochemically related elements whereby the 
electrolysis of sea water is effected continuously, and the submerged, 
unpainted metal of a vessel is gradually coated with a more or less 
adherent layer of hydrogen and sodium hydrate, and thereby protected 
from the ordinary attacks of vegetable, barnacle, molluscous or insect 
parasites. Ten claims. 


873,557. LIFEBOAT. THOMAS B. KING, EPHRATA, WASH. 


Claim.—2. A boat comprising circular heads, a substantially cylin- 
drical body secured at its ends to the heads, a shaft secured at its ends 


to the heads at points below the centers thereof,.and a seat suspended 
from and pivotally connected to the shaft, and constituting a weight to 
hold the boat normally upright. Three claims. 


873,614. MOTOR BOAT. VICTOR M. 
RUKONEN, CHICAGO. 

Claim.—In a motor boat, the combination consisting of a metallic 
fin keel tapering from the bow to a point below the propeller, and 
from thence parallel with the waterline to the stern, said keel having 


SALO AND JOHN 


Ty 


Ls 
i, 


Ae 


a step to support the end of a rudder post, and opening to permit the 
rotation of the propeller therein, bearings to support the propeller shaft 
and a connecting shaft tube extending from one of said bearings di- 
agonally upwards into the hull; a propeller shaft supported in said 
bearings parallel with the waterline; a propeller affixed on said shaft 
within the opening in said keel; and a connecting shaft in said tube 
connected with the propeller shaft and a motor in the boat. One 
claim. 


873,818. STEERING VESSELS. HERMANN W. WILKE, LONG 


ISLAND CITY. 

Claim 1.—The combination with a vessel, of transversely extending 
pipes at the fore and aft ends and secured to the side walls of the 
vessel and terminating in openings therein, the pipes being cut out at 
the upper surface, cylindrical casings secured to said pipes and project- 
ing downward through the cut-out portion of the latter, crank shafts 
extending longitudinally through and supported in said casings, propel- 


lers arranged at each end of said shafts, the propellers being adapted 
to draw in water at one side of the vessel and to throw it out in a jet 
on the other side, to steer the vessel, and means for operating said 
propeller shafts. Two claims. 


873,899. CURRENT-SUPPLYING ARRANGEMENT. BERNHARD. 
SALOMON, FRANKFORT-ON-THE-MAIN, GERMANY, ASSIGNOR 
TO FELTEN UND GUILLEAUME-LAHMEYERWERKE AKTIEN- 
GESELLSCHAFT, FRANKFORT-ON-THE-MAIN. 

Abstract.—The invention relates to a new system of supplying elec- 
tric current from a stationary conductor to ships, vehicles and the like. 
This system comprises a subsidiary motor-vehicle, motor-ship and the 
like, which is arranged to follow the conductor and to take up the cur- 
rent from the same by means of a slide bow or trolley, and is in turn 
connected with the ship, vehicle and the like to be propelled or driven 
by means of a conductor. Eight claims. 


874,031. HULL OF VESSELS. ISAAC E. PALMER, MIDDLE- 
TOWN, CONN. 

Claim.—The combination with the hull of a vessel, of wings in- 
dependently movable in a vertical direction, and means for raising and 
lowering the said wings and for locking them in the desired adjustment, 
the wings being hinged one on each of the opposite sides of the keel, 
their shanks extending thence rearwardly along the opposite side of the 


keel, and the blades of the wings gradually extending laterally as they 
pass under the overhanging stern of the vessel on opposite sides of the 
central vertical longitudinal plane thereof. One claim. 


873,917. SIGNAL-BUOY. THOMAS L. WILLSON, OTTAWA, 
CANADA, ASSIGNOR TO UNITED STATES MARINE SIGNAL 
COMPANY, JERSEY CITY, A CORPORATION OF NEW JERSEY. 

Claim 1.—A bellbuoy ineluding in combination a bell, a striker, a 


144 


spring for forcing said striker toward the bell, and a cam for retracting 
and suddenly releasing said spring, whereby the striker is forced toward 
the bell, a fixed stop to limit the forward movement of said spring be- 
fore the striking movement is completed and a stop carried by the 
striker and adapted to compress the spring against said fixed stop by 
the momentum of the striker, to permit the completion of the stroke and 
then retract the striker. Two claims. 


874,223. CONVEYING APPARATUS. 
SOUTH ORANGE, N. J. 

Claim 1.—In combination, a traction rope extending from the shore 
over and beyond a vessel, an anchorage seaward of the vessel whereby 


THOMAS S. MILLER, 


said traction rope is held distended, a load carriage operated by said 
traction rope and a support for said traction rope on the vessel be- 
tween the load.carriage and the seaward end of said traction rope. 
Twenty-two claims. 


874,255. DEVICE FOR DIMINISHING THE ROLLING MOTION 
OF SHIPS. RUDOLF SKUTSCH, BRUNSWICK, GERMANY. 

Claim 1.—A device for diminishing rolling movements of a vessel 
without simultaneously producing pitching movement, comprising a pair 
of oppositely rotatable elements mounted in swinging supports adapted 
to be braked, means for braking said supports whereby couples of force 
acting upon the vessel are provided, those of the couples which at- 
tempt to produce a pitching movement counteracting each other, thereby 
preventing pitching movement of the vessel. Two claims. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 
don, W. C. 


16,816. WATERTUBE STEAM GENERATORS. 
RESTEYN, BRUSSELS; BELGIUM. 

In boilers of the large tube type, arrangements are provided whereby 
the circulation in any one of the generating tubes is independent of 
that in the other tubes. The headers of the lower nest of tubes are 
divided into as-many compartments as there are tubes. The compart- 
ments in the front header extend into the drum and terminate at the 


H. VAN BE- 


normal level. The rear header communicates above with a water drum, 
which is connected with the drum by a pipe. The upper nest. of 
tubes is connected at the rear and at the front to divided headers. 
In a modification, a single rear header is employed for both nests of 
tubes. This header may be divided with a chamber at the top, common 
to all the compartments; or, with each compartment connected by a 
separate pipe with a divided chamber. In some cases, the tubes 
are connected directly with the drum at one or both ends. 


17,191. FILTERS. H..B. WATSON AND T. C. BILLETOP, HIGH 
BRIDGE WORKS, NEWCASTLE-ON-TYNE. 

Filtering units are formed by inclosing sponges, shavings, cocoanut 
fiber, etc., between flat perforated plates connected together in pairs. In 
one form of apparatus, the units are held in grooves formed in the side 
of the casing and in a partition. The liquid entering from the branch 
passes through one or other of the units to the compartments, and 
leaves through the valve. The inlet valve also controls the by-pass 
passage. A thin lid transmits the pressure of the cover to hold the units 


International Marine Engineering 


; distinctly different plane from that of the forebody. 


Marcu, 1908. 


down in position. In modifications, only two units are used, the units in 
one case being curved around a central discharge compartment. In 
a further modification, the grids are arranged in inner and outer sets, 
with the filtering material between them. The upper portions of the 
grids are not perforated, but are left plain to prevent the passage of 
unfiltered water, due to settling of the filtering material. 


16,874. IMPACT WHEEL TURBINES. N. BECKER, FRANK- 
FURT-AM-MAIN, GERMANY. 

Steam is emitted from the nozzle, rebounds from the buckets into a 
bowl-shaped cell, from whence it is again directed to the buckets by an- 
other nozzle, and so on. The nozzles are inclined both to the tangent to 


the periphery of the wheel, and to the plane of revolution of the wheel. 


The former inclinations are equal. The latter inclinations increase as 


the expansion progresses. 


17,279. SHIPS? TANKS. 
LICHTENBELT, ROTTERDAM, HOLLAND. 

In the event of a collision, stranding, or other accident, water is dis- 
charged from closed waterballast tanks by means of compressed air, in 
order to increase the buoyancy of the ship, or of one end of it, as 


Sa a 
ie 
J_\\ ooo pay | |_| 


Cae = t 
DETTE TTT TTT TE Tt) 


required. On operating a three-way cock on the bridge, one tank 
is placed in communication with the atmosphere, and water flows out 
through pipes until the level in the tank is the same as that of the 
water outside the ship, a whistle being sounded by the air drawn 
through. When the whistle ceases to sound, the cock is moved to the 
second position, and compressed air from two of three reservoir tanks 
forces the remaining water from the first tank. The reservoirs are 
supplied with air by means of an airpump, and the air pressure is in- 
dicated by a gage on bridge. Airtight compartments under each deck 
are formed by horizontal and vertical plates, and are filled with dis- 
placeable water or supplied continuously with compressed air. 


17,360. BOATS’ HULLS. A. E. KNIGHT, LONDON, S. W.. 
The lower surface of the afterbody of a navigable vessel is in a 
The surface may 


be flat or somewhat concave in cross section. The propeller shaft is in- 


clined and the propeller arranged some distance beyond the stern. 
The forebody is of ordinary construction. When the vessel is travel- 
ing, the afterbody is lifted more or less out of. the water, and a 
film of air is contained between the surface of the vessel and the water 
surface. , 

18,095. WATERTUBE STEAM GENERATORS. W. J. PARKYN, 
T. BRADLEY AND J. GRESTY, Engineering Works, Dukinfield. 

According to the present invention, the various pipe connections are 
made with detachable joints. Flanged joints are shown, but screwed 
nipples or the like may be employed. Hot water, taken either from the 
outlet end of the feedheater or the drum, is mixed with the cold feed be- 
fore it enters the heater. The hot water may be supplied to the suction 
side of tue feed pump by small pipes. The boiler casing is preferably 
lined with suitable material, such as fire-tiles, in which passages for heat- 
ing the air supply to the ashpit and above the fire are formed. 


17,590. ELASTIC FLUID TURBINES. R. W. PATTERSON, 
PARTICK, AND R. P. RAMSAY, SCOTSTOUN. 

Relates to multi-stage steam turbines in which the two elements 
rotate in opposite directions. The inner element is supported by two 
perforated disks mounted on hollow shafts rotating in bearings. The 
outer element is supported by bearings, and is coupled to a gear wheel 
which gears with a wheel on the inner element through pinions. 
Steam is supplied to the annulus by pipes connected to .a pipe passing 
through the hollow shaft, and is exhausted through the opposite trun- 
nion by way of ports, part of the steam having passed through the in- 
terior of the inner element. 


L. A. LAMMERTS AND A. D. FB. W. . 


International Marine Engineering 


APRIL, 1908. 


THE FAST STEAMER FLORIDA. 


BY GEORGE JENKINS AND A. E. 


_ The Florida is the latest addition to the fleet of steamers of 
the Baltimore Steam Packet which run between Baltimore 
and Norfolk, and is said to be the finest and fastest vessel on 
Chesapeake Bay. She was built by the Maryland Steel Com- 
pany, at Sparrows Point; is handsomely fitted out with pas- 
senger accommodation; contains 136 staterooms, and is the 
largest passenger vessel south of New York City. 


WOODRUFF. 


The Florida in construction and appearance is similar to the 
steamer Virginia of the same line, “with the exception of the 
gallery deck, which extends the full length of the ship, and 
gives her thirty more staterooms. Her center keelson is 45 
inches by 25 pounds and is connected to the frames by 
221%4-pound floors, reduced at ends. Under the engines the 
floors are 41 inches deep at the forward end, tapering aft to 


THE INTERIOR DECORATION OF THE FLORIDA, AS TYPIFIED IN THE MAIN SALOON AND GALLERY. 


Her principal dimensions are: 


» Leman OHEF allllssococcoodabouooocous 306 feet 
Length between perpendiculars...... 296 feet 2 inches 
Beam molded at waterline........... 4I feet 
Beampmoldedsatdeckane ee rernnecr 45 feet 
IBERIEN OWS? EAEEIES so ooncacadcnceoscec 66 feet 
Depa DONC 5 ccococcsg00G00000008 18 feet 
Drattaim canta aceceRGe en: eens: II feet 
Dratteronwandenaneenert rete ear 9 feet 
IDSiehies au coma Slo Gao IIe e olec orte 13 feet 
Grossmionnace seer eee Entre 2,200 


follow the center line of the shaft. She is framed with angles 
4 by 3 inches by 9.8 to 8.5 pounds, doubled at the forward end 
to give strength and protection for running in ice. In the 
engine space there is a belt on every frame to main deck; 
elsewhere, on every tenth frame. Her main deck beams are 
9 by 3% inches by 27 pounds, bulb angles, on alternate 
frames, and the lower deck beams are 5 by 3 inches by 9.8 
pounds on every frame. Her main deck stringer is 50 inches 
by 22% pounds, and the sheer strake is 2744 pounds, both re- 
duced at ends. Seven watertight bulkheads running from the 
keel to the main deck divide the hull into eight watertight 


146 


International Marine Engineering Apri, 1908. 


| 
| ° \ | } Wellonly | Room 
fo) B Pacts Hs | 6-6 —| 
q I | es Deck j 
e} ——" | 
0 | 
me i= ie | -—10410— - 
me Ei ts 
(a) =] = ° | 
= o | c | 
Sas) Plating over Engines, 
a \\° ‘Boilers and Bunker. 
ia 
Sie 4 i | & 
(= — P \ ~ oT 
Wile ie ait Wil] He oes JL ai 
1 We N= 8 sine Stringer Deep in Engine Room. =, 
Ve |e : Perce aael| for oe / 
i= = | & d ! (4/—End of Double Frames 
ei = \ is 4 <a under Engine 
= se) Cl H % End of Double Frames _~ SSS 
| Ne | S : es Boilers. = ‘Base Line ee ch 
We | = \ i ¥ 2 
= iS Q MIDSHIP SECTION OF THE FLORIDA, WITH DETAILS OF UPPER WORKS. 
SSr = = ial a 
— SF \= = a compartments. Her scantling is a little in excess of the re-- 
| Seo | | quirements of the United States Register for steel vessels, 
aS = i B which gave her a rating of “A No. 1” for twenty years. 
= E | < While some attention has been paid to speed, the greatest 
\ [2 = ey B care has been bestowed upon the comfort and safety of pas- — 
Sis jo By sengers, and, being in excess of the rules, she is sufficiently 
=| Ilo a strong to do her work with ease. This idea has been fol- 
i. = : a lowed, because in practice it is not only economical, on ac- 
S| Ne iB D count of small wear, but very durable, and also produces a 
2 ie a vessel almost entirely void of vibration. 
y =i ° a Besides 136 staterooms, there are accommodations for 
1 Seici lic Hes thirteen second-cabin men and fifteen second-cabin women on 
7 = 6 the lower deck forward. On the same deck is the dining room, 
] L, t 3 finished in oak of an elaborate design, artistically decorated, 
= i S and with a seating capacity for fifty-six passengers at one time. 
we) qe m The main deck is chiefly for cargo and baggage, except the 
‘= = i | < saloon aft, this being finished in quartered oak, and the social 
cl lll. Wh hall, which is finished in mahogany. The main gallery sa- 
! Ss 5 8 loons are tastefully finished in soft wood and mahogany, the 
: | iil. decorations being white and gold. One of the features of the 
4 Hil = E G Florida will be the domes in the gallery deck, which will be 
EET ile glazed with cathedral glass. 
7 SS 5 Interlocking rubber tiling is laid in the social hall, dining 
FSS e| Il | room, stairways and wash rooms. The staterooms are finished 
= = 2 Iii with velvet moquette carpets, all of the rooms having indi- 
ay = vidual heat, light and electric bells, and the larger rooms 
(Sais q | I having brass bedsteads. 
Sei) | | 
S = ld | | MACHINERY. 
SS! ¢ The machinery consists of one four-cylinder, triple ex- 
= = ih | pansion engine, four single-ended Scotch boilers, a donkey 
S| | if boiler, an electric set and other auxiliary machinery. The 
=| | i Ee ‘, main engine developed, on trial, 2,550 indicated horsepower on 
= ye WEL 105 revolutions per minute, with 175 pounds steam pressure, 
aa i | i] driving the boat at 17%4 knots speed. 
eee Wnneaale The two low-pressure cylinders are placed forward of the 
cae 


high-pressure cylinder, and the intermediate cylinder aft. 
This arrangement of cylinders was made for balancing pur- 
poses, and as the Florida has a night run entirely, it is 


= 


ApriL, 1908. 


\ 


Pantry 


Enginc 


~ Main Deck Line 


Lower Deck Line 


Room 


Engineers Work-shop 


International Marine Engineering 


147 


ieee 


Be 
=| 
= [OOOO a) ©- 


Boiler 


a 


PLAN OF A PORTION OF THE LOWER DECK OF THE FLORIDA, SHOWING GENERAL ARRANGEMENT OF MACHINERY SPACES. 


imperative that the engine should be as nearly balanced as 


possible. 


The high-pressure cylinder is fitted with a working liner of 
cast iron, and has an 11¥%-inch piston valve. The intermediate 
cylinder is fitted with a double ported slide valve, and the 
two low-pressure cylinders have double ported slide valves 


working in a common chamber. 


The high-pressure piston is a solid iron casting; but the in- 


termediate and two low-pressure are conical cast steel. 


All 


Bilge Pump- 


Air Pu.np 


TI 


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oes aivellty-, 


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ral 


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Coal 
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over-all. 


0“0-L-of Shaft-to-CeL-of Cyl— - —-- ale. 


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10%" -$— FS 


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Starboard Yl | 


Looking osmand on M.P. Cylinder 


_ PLAN AND LONGITUDINAL AND END ELEVATIONS OF THE FOUR-CYLINDER TRIPLE-EXPANSION ENGINE OF THE FLORIDA. 


148 


pistons have cast iron spring rings. The piston rods are of 
wrought steel, the low-pressure rods being 414 inches in di- 
ameter, and the others 5 inches in diameter. 

The connecting rods are of the strap-end type, with brass 
boxes top and bottom; the low-pressure rods being lighter 
than the others. The high-pressure and intermediate cross- 
head pins are 7 inches in diameter by 7% inches long; the low- 
pressure cross-head pins are 6 inches in diameter by 63 inches 
long. The cross-heads are of wrought steel, fitted to double 
cast-iron slippers faced with white metal. 

Each cylinder is supported by two hollow, cast-iron columns, 
each having a hollow cross-head guide bolted to it. The bea 
plate is in four sections, with facing to receive the main bear- 
ing boxes. “These boxes are made of hard brass, lined with 
white metal and secured by wrought-steel binders and bolts. 

The valve gear is of the Stephenson link type, having 
wrought steel strap end, eccentric rods and drag links, steel 


International Marine Engineering 


APRIL, 1908. 


pitch adjustable from 18 feet 3 inches to 19 feet 3 inches 
(pitch ratio, 1.43 to 1.51). 

The condenser is independent of the main engine, having a 
cast iron circular body, and containing about 3,700 square feet 
of cooling surface. The circulating pump is from the Kings- 
ford Machine Company, having 12-inch suction, and driven by 
a vertical 9 by 9-inch engine. A 36-inch Reilly feed heater 
has been installed; and two 25-kilowatt General Electric direct- 
connected, multi-polar dynamos have also been fitted. 

All pumps are of the Warren horizontal duplex type, and 
consist of the following: One feed pump, 12 by 7 by 12 
inches; one donkey pump, 12 by 7 by 12 inches; one sanitary 
pump, 6 by 534 by 6 inches; one fresh water pump, 4% by 334 
by 4 inches, and one heater drain pump, 4% by 234 by 4 inches. 

There are four main boilers and one donkey boiler, having 
a working pressure of 175 pounds per square inch. The main 
boilers are of the single-ended Scotch type, 13 feet 2 inches 


THE NEW STEAMER FLORIDA, OF THE BALTIMORE STEAM PACKET COMPANY. 


links, pins, cast iron eccentric and straps, and brass eccen- 
tric rod boxes, drag link boxes and link blocks. 

The reversing gear is a steam ram, I4 inches diameter by 
24 inches stroke, secured to the after side of the high-pressure 
back column. The reverse shaft is in two parts, of wrought 
steel, with wrought steel arms. A 5 by 5-inch double-cylinder 
turning engine is secured to the forward side of the intermedi- 
ate front column, and connected to the crankshaft by worm 
and wheel. 

An air pump and two bilge pumps are worked from the in- 
termediate cross-head. The air pump is 30 inches diameter by 
14 inches stroke; and the bilge pumps are 4 inches diameter 
by 14 inches stroke. : 

The crankshaft is of the built-up type, in two sections, of 
fluid compressed steel, 13% inches in diameter. The crank- 
pins are 1334 inches in diameter by 12 inches long. The thrust 
shaft is 1314 inches diameter, of fluid compressed steel, with 
six collars forged on. The thrust is taken on cast iron horse- 
shoes faced with white metal. These horseshoes are held in 
place by brass nuts on bronze rods, permitting an inde- 
pendent or collective adjustment of the horseshoes. All the 
line shafting is 1334 inches; and the propeller shaft is 13% 
inches in diameter, covered the entire length of the stern tube 
by brass sleeves. 

The propeller is of the built-up type, with cast iron hub a 
‘composition blades. It is 12 feet 9 inches diameter, with a 


mean diameter by 11 feet 3 inches long, having a total grate 
surface of 286 square feet, and total heating surface of 7,100 
square feet (ratio 24.8 to 1). Each boiler contains three 44- 
inch corrugated Morison suspension furnaces, with a common 
combustion chamber. The donkey boiler is a return tubular 
dry-back, 7 feet 3 inches diameter by 6 feet long, containing 
one 44-inch Morison furnace. All pipe connections are copper 
or brass, making the machinery, as well as the hullwork, 
strong and durable. 


An Improved Winch. 


An invention which is expected to have an important future 
has recently been made in Liverpool. The innovation in the 
winch consists in the adaptation of a sprocket and chain in 
place of the cog. It is said that this is the first time such a 
device has been applied to a steam winch. The main point 
seems to be a very marked decrease in the noise of operation. 
It is said that when lifting considerable weights there was a sort 
of rumble like that of a motor car, but a total absence of the 
nerve-racking rattle and crash associated with the operation 
of the ordinary steam winch. The driving chains were ad- 


justed to a breaking strain of 15 tons, which is not far different 


from the shearing strains of the ordinary tooth-wheeled gear. 
It is said that the chains offer very great facilities for repair 
in case of necessity, particularly in comparison with the diffi- | 
culty of repair to the ordinary type of winch. 


\ Ja 


APRIL, 1908. 


THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY F. WALKER, M. I. E. E. 
HEATING BY STEAM. 


The arrangements for heating by steam are practically the 
same as those for reheating by hot water, with a few modifica- 
tions, due to the difference between the flow of steam and hot 
water, and to the necessity for draining the condensed steam 
out of the heating appliances. The source of heat may be the 
same as with hot water, but arranged, where it is a boiler, to 
generate steam at low pressure, instead of merely to heat the 
water. On board ship, steam from the boilers is usually em- 
ployed, reduced to the required pressure by one of the well- 
known forms of reducing valve. On shore, pressures of about 
5 pounds per square inch gage are employed, and from that 
downwards. A very favorite form of heating is by exhaust 
steam, at below atmospheric pressure. As marine engineers 
hardly need reminding, the volume of steam and its latent 
heat per pound increase rapidly at pressures below the atmos- 
phere, and in some forms of steam heating, pressures as low 
as I pound absolute per square inch, or even less, are em- 
ployed. On board ship, pressures of from 15 to 25 pounds are 
more frequent, because of the inconvenience of reducing to 
much lower pressures. 

Heating by steam also differs om heating by hot water, in 
the temperature of the heating appliance. Thus, with 15 
pounds gage pressure the temperature of steam is about 250° 
F.; at 5 pounds gage pressure it is 228° F.; while, as explained, 
the usual temperature of the hot water employed in heating 
appliances is in the neighborhood of 170° F.. With exhaust 
steam below atmospheric pressure, practically the same tem- 
peratures are obtainable as with hot water, and that is another 
advantage in its favor, apart from its economy. The tempera- 
ture of steam at 6 pounds absolute is 170° F., and the latent 
heat is 994.7 B. T. U. per pound; while at 15 pounds gage 
pressure it is only 938 units, and at 25 pounds gage pressure 
only 926. The higher temperatures of the heating appliances 
are in favor of the liberation of a larger quantity of heat per 
square foot of the heating appliances per hour, because of the 
larger difference of temperature between the surface of the 
heating appliance and that of the surrounding air, and again 
because of the peculiar feature mentioned above of the rapid 
increase of the rate at which heat is liberated, as the difference 
of temperature increases. 

On the other hand, however, there are grave objections to 
heating by steam, and those objections have led to the adoption 
of hot water heating appliances on shore to a very much larger 
extent than steam heating. The objections are that the steam 
heating appliances are not so easily controlled as the hot water 
appliances, and also there is the constant danger of the tem- 
perature of the heating appliance rising to a figure which 
‘causes it to produce a smell, referred to by heating engineers 
usually as that of burnt air. 
burnt dust. There is also probably some action going on 
between the highly heated surface of the radiator and the air, 
that is not present with lower temperatures. Where the tem- 
perature of the heating apparatus is maintained at about that 
of boiling water, at ordinary atmospheric pressures, steam 
heating appliances have presented no difficulty whatever, but 
steam pressures are sometimes not easily controlled. Where 
a number of appliances are worked from the same source of 
heat, and the supply of steam is shut off to any considerable 
portion of them, unless the supply at the source is also re- 
duced, marine engineers will hardly need reminding, the pres- 
sure of the steam—and therefore its temperature—in the 
temaining portion will rise, and the results mentioned will be 
produced. 

The heating appliances used with steam heating are the 
‘same as for hot water heating. In fact, many makers list their 


International Marine Engineering 


_ be harmless. 


It is probable that this is largely- 


149 


Radiator} \| | 


( ((( (Radiator 
ere rer | i Reraenl Velen 


Boiler 


FIG. 16.—TWO-PIPE SYSTEM, LOW-PRESSURE STEAM. 


radiators as applicable for steam or hot water. Pipes, of 
course, can also be used for steam or hot water, providing the 
sizes are in accordance. One or two points of difference have 
to be noted between the treatment of the two systems. With 
hot water distribution systems, the pipes are sloped where they 
are out of the vertical, so that the water will drain towards 
the boiler. With steam the pipes are sloped in the opposite 
direction, in order that any condensed water that is formed 
may be carried with the steam in the direction in which it is 
going, and may be driven out by the valve provided for it. 
Air is lighter than water, and therefore, as was explained, air 
cocks are to be fitted at the highest points of the service and 
at the tops of radiators. Air is heavier than steam, and 
therefore works its way downwards, and air cocks are there- 
fore fitted at the bottom portion of radiators and in similar 
positions. 

There are practically two systems of distribution of steam 
to the heating appliances, known respectively as the two-pipe 
and the single-pipe systems. In the two-pipe system the steam 
is carried to the radiator, and, with the condensed water that 
is formed, is carried away to some receptacle, from which it is 
pumped to the boiler, hot wells, ete. On the one-pipe system 
the steam is merely delivered to the radiator, and the con- 
densed water that is formed is carried off from the radiator 
with the air that is driven out. Figs. 16 and 17 show the two- 
pipe and one-pipe systems as usually arranged. It is usual 
with steam systems to have lines of air pipes connected to the 
radiators, delivering the air that may have worked into the 
system with the steam, and that has to be driven out. This 
air is forced by the pressure of the steam out of the radiator 
through the air lines and discharged at a point where it will 
Where exhaust steam is employed, it is usual to 
employ also a vacuum pump on the return pipes of the system, 
to bring the condensed steam and air back from the radiators. 


FIG. 17.—ONE-PIPE CIRCUIT SYSTEM, LOW-PRESSURE STEAM, 


150 


International Marine Engineering 


AprIL, 1908. 


KORTING’S LOW-PRESSURE STEAM-HEATING APPARATUS. 


Messrs. Korting Brothers, of Germany, who have made a 
close study of heating apparatus generally, have worked out a 
special system of low-pressure steam heating, which will be 
described. The steam is generated in a special boiler at a 
pressure not exceeding 1% pounds per square inch, but pre- 
sumably ordinary steam can be employed, providing that the 
reducing valve is arranged to lower the pressure to that figure. 
The very low pressure of operation is provided to meet the ob- 
jection mentioned above, to the smell that sometimes arises 
from steam-heating apparatus, owing to the burnt dirt and 
burnt air with apparatus at high temperatures. A diagram of 
this is shown in Fig. 18. 


lf Tts Vf My 
g Y) J) 
Yy ‘a Radiator 7 T y, ‘al % 
Y I y | y J y 

)_|ol A oi 

Y Steam. Distribution Steam Distribution 

y Y Y Y 
Li y Z Y) 
g | Siphon Woe Y ‘al Y, T] Y) 
=|} Vessel wit) Y | y r) U) 

Air Pi yj Was ANT] 

or No MM I 
Y ] Y 
“UprrararaT TTT. TW TATE VILL 

G Fuel Hopper, | =sNlZ Siphon_Air Vessel Y LSIRe Pipe yy ce 
Y Y Yj 
—4 idle a7 y 
Low Pres- iphon Pi Z Cc 
sure Steam }- lié Sie as ie Y 
Boiler i c 


FIG. 18.—KORTING’S LOW-PRESSURE STEAM-HEATING SYSTEM AS APPLIED 
TO A HOUSE. 


c, Return Pipes for Water. v, Steam Admission Valves. 


For use with exhaust steam, an apparatus is employed in 
which the reducing valve is controlled by a lever, operated by a 
float working against a spring, the position of the float in the 
vessel being regulated by the pressure of the steam supply. 
_ When the pressure of the steam supply rises, the water in the 
vessel in which the float moves is driven downwards through 
the pipe at the bottom into another vessel at the side, whose 


position can be adjusted, the float then falling and partially. 


closing the valve; the reverse operation taking place if the 
steam pressure falls. Where steam is supplied from the special 
boiler, the draft of the furnace is controlled by the tempera- 
ture of the steam; a slight increase of temperature partially 
closing the furnace damper, and vice versa. It is doubtful 
whether, under ordinary conditions of sea-going ships, such 
apparatus would be desirable, but in sailing ships and in yachts, 
and in some classes of ships, such as whalers,. sealers, etc., 
where the travel of the ship at times is not great, it might be 
convenient to have an apparatus of this kind. ; 


A COMBINED AIR AND STEAM RADIATOR. 


Messrs. Korting have also introduced a radiator, in which 
the steam is cooled by the presence of a certain quantity of air. 
Steam, it will be remembered, unless it is supplied below at- 
mospheric pressure, must be at or above 212° F., and this is a 
somewhat high temperature under certain conditions. The 
temperature may be lowered by employing the partial vacuum 
method, but it is also claimed by Messrs. Korting that it is 
lowered in their special radiators by the addition of air. 

The radiator is of the usual form, with a steam pipe running 
along the bottom of the sections, and at each section a steam 
nozzle enters the pipe. The admission of steam is controlled 
by the valve at the entrance to the radiator, in the usual way, 
and the steam passing out of the nozzle is allowed to draw air 
in with it, on the well-known injector principle. It is claimed 


that the steam mixes with the air, the former being cooled 
thereby, and the outside temperature of the radiator being con- 
sequently lowered, the air and steam circulating together, and 
the condensed steam being drawn off in the usual way. 


(To be continued.) 


The Relative Values of Warships. 


BY C. T. BRADY, JR. 


Whenever there is a prospect of war (or a newspaper pros- 
pect of one), or any unusual naval demonstration, some one is 
sure to make a paper comparison of the ships concerned. 
Sometimes these are interesting, but usually so many points 
are not taken into account, or else are so improperly weighted, 
as to be nearly worthless. Evidently some rational method 
would be useful.. At the outset it may be clearly stated that 
such comparisons can be made only by a disinterested naval 
expert, with any hope of approximation, and also that no 
formula can be relied upon to do it very closely. 

Still, to paraphrase M. de Voltaire, most of us are “neither 
disinterested, nor naval, nor experts,’ and yet we may be 
curious as to the strength of two opposing vessels. It is, then, 
the writer’s purpose to derive here a formula which he has 
used with considerable interest in many cases, and found to 
agree very fairly well with results given by an English naval* 
authority's system of arbitrarily assigned values, with the 
Dreadnought as a unit. 

First, we must state the requirements our formula is ex- 
pected to fulfil. It must be simple and easy for a layman to 
apply; it must take into account as many of the features of 
the ship as possible; it must require no data usually not given 
in a newspaper description of the ship; and finally, it will be 
useful to have the value of the formula equal to 10, for a per- 
fect or ideal vessel. The effect of four main characteristics 
will be considered, and there will be four terms in our formula, 
to be added together to give what may be called the fighting 
value of the vessel in question. 

Nowadays we are coming to the conclusion that the primary 
aim of the fighting ship is to fight, and that fighting power is 
gained chiefly from large guns and plenty of them. From 
present tendencies, a battery of twelve 12-inch guns is none 
too high to be considered as ideal. Now it seems to the 
writer that at least 40 percent of a ship’s value for warfare 
lies in her battery; hence if 10 is to be the total value of the 
type ship, 40 percent of 10 will be 4; and if we divide the ideal 
number of 12-inch guns by 3 we get 4. Accordingly, the 
first term of the formula is “the number, or equivalent number, 
of 12-inch guns, divided by 3.” The equivalent number of 
guns can be readily taken from the appended curve, the data 
for the plotting of which was taken as follows: Fifteen 5-inch, 
nine 6-inch, six 7-inch, four 8-inch, two and one-half 9-inch, 


- and one and one-half 10-inch guns, are equivalent to one 12- 


inch. These represent the number of guns of the lesser cali- 
bers which, in one discharge, will produce the same muzzle 
energy as one 12-inch. It is impossible to compare guns of 
different sizes in any way with accuracy, but this method is a 
fairly logical one, at least. 

The second term of our formula is “the displacement in 
units of 10,000 tons.” Many qualities, some of them intangible 
to rule, depend on the size of a ship. Steadiness of platform 
in a seaway, ability to keep the sea in times of storm, the 
amount of stores and ammunition carried, and finally the 
radius of action, are direct functions of the displacement. 
Twenty-five thousand tons is what we might expect for our 
ideal ship, and it would represent 2.5 or 25 percent in the 
ship’s value. 


*F. T. Jane: Fighting Ships. 


APRIL, 1908. 


o 


PREECE Ee Leees 


IEEE) 


~m © SF Go ~~ @ © 


DIAGRAM ILLUSTRATING RELATIVE MUZZLE ENERGIES OF NAVAL GUNS. 


Speed is of great importance in modern tactics. It seems, 
too, that the relative speed is not so important as the actual 
difference in knots. The third term of the formula is “the 
speed in knots, minus 15, and divided by 5.” If our perfect 
type have a speed of 25 knots, this will represent 2, or 20 per- 
cent in the formula. 

Adding together 4, 2.5 and 2, we have 8.5 so far for the 
value of the ideal ship; hence our last term, to bring this value 
to 10, must be 1.5. Now, 12 inches of belt armor is a good 
standard, and if we divide this by 8 we get 1.5. The last term 
is, then, “the thickness of armor on the belt, divided by 8.” 

Since ships deteriorate rapidly with age, and because of the 
advance in the quality of guns and armor, it will be logical to 
take only 0.7 of the formula value for ships launched between 
1893 and 1900, and only 0.5 for those launched between 1885 
and 1893. Ships built before 1885 will not be worth consider- 
ing. 


All this sounds very complicated, but the application is very 


simple. Symbolized, we have as follows: 
|e eS 
fSle2 isk 
SHIP. Nation. | Launched.}| 4 g 3 | 
5 & it cel dl ee 
ic) ee) | 
M3 _|| 
MOBI coanseounne lS | sews | B.0l) 20] eel a 
Connecticut.........- 2 1904 8.0 1.6 oR iit. 6.3 
(CRAG 500000000000 s | 1904 78 Lo 4. 11. 6.1 
WIG 2oq0000000000000 a 1901 5.8 1.3 Bo |jadlal. 5.2 
Mississippi........-- & 1905 7.3 18 |) Bo 9. bee 
Alabama teeter “ 1898 5.6 12: iL 16.5 3.8 
Kearsarge........--- o 1898 6.0 12, il, 16.5 3.9 
HGEnq0086000400000> 4 1896 6.0 ilaal 1.5 | 14. 3.6 
Oregon secneerisa S 1893 6.4 taal il. 18. 2.8 
Kashima.........+-+ Japan 1905 8.0 1.6 3. 9. 6.0 
WAZ 5000000000008 | “ 1900 KB |} UB] Bk 14. 4.4 
Tsukuba..........+-- ¢ 1905 G8 |) GB Bol |) to 5.4 
Dreadnought........- England 1906 10.0 3 || GG) Tle | eG 
King Edward VII... .| £ 1903 Uoil 1.6 3.5 9. 5.6 
Inflexible....... soe s 1907 8.0) 1.7 | 10. Us Ue) 
Danton..... France 1908 10.0 1.8 4, 11. 7.3 
Republique. . see “ 1902 Uo || Wo |) Be 11. 5.6 
Deutschland.........- Germany 1904 5.3 1.3 3. 9.4 4.9 
Regina Elena......... Italy 1904 5.0 1225)\ 47 9.8 6.5 
Washington*......... U.S.A. 1905 4.5 NB |) Yo 5. 5.0 
California*.......... 4 1904 2.6 1.3 Us 6. 4.3 
Black Prince*¥.......- England 1904 4.1 1.4 Us 6. 4.9 
LG b000600006000¢ France 1906 2.6 1.4 8.5 6.7 4.8 


* Armored cruisers; others are battleships. (@) Equivalent number of 12-inch 
guns. (b) Units of 10,000. (¢) Excess over 15 knots, 


International Marine Engineering I51 
12-inch guns Displ. Speed—i15 Belt armor 
LEY, == ar 5 ha oer ais 

£Q0 IVALE NT 3 10,000 5 8 


The table gives values for typical ships by this formula. 
They are believed to be quite approximate in the majority of 
cases. In any event it is the first published attempt, so far as 
the author knows, which will aid the non-technical person in 
“guessing” at the values of two contrasted ships. The reader 
may hesitate to use it, through fancied difficulty, but if he will 
only try it on the first interesting case at hand, its essential 
simplicity will be apparent. To show the speed with which it 
may be applied, the writer may state that the table took him 
just one-half hour to complete. 


Eprtor’s Note.—Whatever scheme is put forward for the 
determination of approximate relative values of warships, 
there are always flaws, more or less glaring, which can be 
picked in it, and, as a general rule, the simpler the formula, 
the more glaring are the flaws. Without detracting in any 
sense from the value of the above method for such computa- 
tions, a few points might be mentioned which would indicate 
somewhat the character of these flaws, and the points in 
which all such methods are more or less deficient. 

In the first place, a casual inspection determines the fact 
that the entire formula is empirical, the different military 
features being arbitrarily assigned values which may or may 
not meet the ideas of other investigators in the same field. 
Another point to which ‘exception might be taken is in the 
distribution of relative values to the different guns. In the 
present case, these values vary about as the weights of pro- 
jectiles fired from these guns. Some might object to this on 
the ground that it does not take due account of the greater 
rapidity of fire of the smaller guns; others might take the op- 
posite view, and declare that it does not take into proper con- 
sideration the relatively much superior power of the heavier 
guns at long battle ranges. By taking the median position, as 
has been done above, the best general results have probably 
been attained, especially in view of the fact that great sim- 
plicity and ease of Operation were prime requisites. 

The question of armor is one which would probably cause 
more dissension than in the other cases above cited. In the 
present formula the maximum thickness of the waterline belt 
is all that is used, and a short, narrow belt thus receives the 
same approximate military value as would a belt of double its 
length and width. Here, again, the question of simplicity ob- 
trudes itself, and points to the desirability of using the formula 
as given, instead of attempting to further complicate it by 
taking account of more items. The quality of the armor is not 
taken account of in any way, except in the general coefficient 
depending upon the age of the ship. This, again, is only 
roughly approximate, but it is exceedingly easy of application, 
and as such commends itself to consideration. 

In considering the question of battery, it is usually held by 
naval strategists, their views being based upon all the naval 
engagements of the Spanish-American and Russo-Japanese 
wars, that the broadside fire of a ship is bound, in the future, 
to be that which will be most in use under all conditions of 
service. Bow fire is available only in contingencies, and almost 
never in ordinary fleet formations; for this reason, it might 
be suggested, that for the total guns of a given ship, there 
should be substituted, in the formula, simply those which can 
be brought to bear upon one broadside. In many cases this 
would make little difference with the relative values of ships; 
but it might be mentioned in passing that it would bring the 
battery figure of the Michigan, with eight 12-inch guns all 
firing on one broadside, up to that of the Dreadnought, which 
has ten 12-inch guns, of which only eight can be brought to 
bear on one broadside. 


International Marine Engineering 


APRIL, 1908. 


STEAM LUMBER SCHOONERS FOR THE PACIFIC 
COAST. 


There have just been built by the Newport News Shipbuild- 
ing & Dry Dock Company, on plans and specifications prepared 
by Edward S. Hough, of San Francisco, two steam schooners 
of unique design, intended for service in the transport of 
lumber along the Pacific coast of the United States. 


One of 


DECK VIEW, LOOKING AFT, ON THE NANN SMITH. 


these schooners, the George W. Fenwick, was built to the 
order of the Hammond Lumber Company, while the Nann 
Smith was built for the C. A. Smith Timber Company. In 
general features the two vessels are exactly similar, but cer- 
tain differences will be noted later. 

In each case the length over all is 295 feet 6 inches; the 
length under Bureau Veritas classification is 283 feet; the 
length between perpendiculars is 276 feet; the molded beam 
and depth are, respectively, 43 and 21 feet, with a double 
bottom 4 feet 6 inches deep at the center line, and 4 feet 3 
inches molded at the sides. In each case poop and forecastle 
have been fitted with a height of 7 feet 6 inches, while the 
bridge has a height of 14 feet 6 inches above the main deck. 
The propelling machinery is at the extreme stern. 

The vessels are built on the deep frame principle, so as to 
allow the lumber to lay up close and to avoid broken stowage. 
The double bottoms are of extra depth, and are made oil- 
tight, in order that fuel and freight oil may be carried. The 
tank top forward is raised 30 inches, in order to obtain con- 
tinuity of strength. The forward hold above the tank top is ar- 
ranged for the carrying of oil as water ballast, arrangements 
being made for shifting swash boards, which may be easily 
installed and removed. This feature is unusual in sea-going 
practice, although loose water ballast has been known for 
some time on the Great Lakes. It was adopted in this case 
because the two vessels will usually make the northward trip 
light, against frequently heavy winds and seas, which would 
cause distress on the comparatively flat bottom unless a suf- 
ficient immersion were provided to prevent pounding. For a 
distance of 50 feet from the stem the intercostal work of the 
double bottom has been made extra strong on this account. 
The keel plate is very wide and is treble riveted for the full 
length. : 

The cargo hatches are very much longer and wider than in 
the case of previous vessels on the Pacific coast. The decks 
are provided with continuous girders fore and aft, being of 
single plate between the hatches and box girders abreast the 
hatches. This arrangement gives great strength and first class 
compensation. The Smith has eight cargo winches for two 
hatches, while the Fenwick has only six for three hatches. 
All have been particularly designed for handling lumber. 


THE STEAM SCHOONER GEORGE W. FENWICK, BUILT AT NEWPORT NEWS FOR PACIFIC SERVICE, 


e e 2 = I 
APRIL, 1908. International Marine Engineering 53 


Dridge Deck 
5 314'x 31g x 8.5 Lbs. ae 
= 23 fol)" ee | ES 6's 33x 334 x 15 Lbs. 
ce ae [LO=0)| W 1 eee, 
as 22 [0=0 | ' oF) O'x 83g"'s 344" 15 Lbs, 
8 It Sy Jaen | I] | is" 16" 15 Lbs. 
rt iG = : <—8'k 334 'x 314’ x 21 Lbs 
arg ¥ = | 
2 A oH (E55) ' 
3 4 x =a) N 
sf a 4 \ eames || ek | 
“Ne 8 = ets 
= A ee ' > io 84 x3 x 7.8 Lbs. 
. D {| soora waT1IO B lg 3 ye ie Lbs. Plate 
: alle a all M N31g'x 3x 7.8 Lbs. 
e 298 
| SG g' x 334’ x 9.3 Lbs, ‘ 
a a +e 3 6' Channel in Way of Wells re ake * s Outline of Cargo Hatch _ 
5 |é 3 L Hl Bulwark Plating 12.5 Lbs. = : [ft 
a \ 
P aie b< 15 Lbs. | Main Deck 
a Hin jl 
io] S = \ 
2 & bool | =a 
= 3 < 3 4 
m “2 5 Sheerstrake |, _ Deck Beams, ~ 18"515'x 15 Lbs. 
; e BS Cee ll 10''x 834""< 844!'x 21.8Lbs. ,, _,, 
Se. 5 i a for % L to 22K) - 36 ‘x 21 x 15 Lbs. Bracket 
me ode lla < Lbs. at Bnds “|! 5 | 
5 OC | fant, ; 
= ci ——— mn 5 
aus = g | =F}, | 916 Flange < 
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= 9'x 34'|Flat Bar. & ES ee 
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a . ~ ' i) i i ' Wott ah =" 
HE x Teo ot Ai & | “le For Fuel Oil 13 EISRES 7 <8 
He ie a © 2 | G3) CC 4''Dia. le te ye Nr 
HA EZ 3) | | A Sod " ti] 16"x 33 Lbs. 14 nee = — Itt 
maine ar es =) H tere C SES 8 oi! Channel 4 siti 35-4 
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3 = 8 | 
#3 = nl 4 MIDSHIP SECTION OF THE STEAM SCHOONERS, SHOWING SCANTLING DETAILS, 
= a2. 
a 2 . . . . . 
7 2 |= Both vessels are fitted with oil-burning systems, including two 
a3 ee = = methods of atomizing the oil, one being by compressed air 
a AAS ae ° : 
28 = a ESI é and the other by steam. The air pressure is 20 pounds per 
SS SS eS ° square inch. 
: 2 S ; 
3QT =p a The vessels are designed to carry about 2,250,000 board feet 
me ale at fs So ~ : { 
a ae, 28 2 OL p= 3 of lumber, weighing from 3 to 3.4 pounds per square foot, 1 
o se eA = Z 
== = 2 inch thick. Assuming the average as 3.2 pounds, this makes 
+ = = = a . . . 
( 6 ae a a cargo of 3,213 tons. With this cargo, and with 2,000 barrels 
a . 
Be Ske x eae oe ES of fuel oil in the double bottom, the draft is 18 feet. 
=) 7 
\ | z THE HULL, 
1; \ fe g 
SSS =] 8 ; i is 
iE Es , GN qi 3 The flat plate keel is 45 inches and of 32 pounds steel amid 
t ha f alll : 9 
l3 * Bog k aan |S ships. The garboard, bottom, bilge and side plates up to the 
1 7 Da 9 2001 TUB EIIE E 4 : z 
US ee SEs aS S main deck amidships vary from 22 to 27 pounds, with a sheer 
oe e strake of 33 pounds, 40 inches wide. Above the sheer is bul- 
aah a i 9 
G 3 BI wark plating of 12%4 pounds, except in way of poop, ees 
2 . 
E and bridge deck. In the poop 14-pound plates are carrie e 
I ! 5 the additional 7 feet 6 inches, while on the forecastle deck 
ss = iF . 
| 3 S s are 16% pounds; for the bridge deck, 14-pound 
qe 3 g these plate Pp : : 
li SI plates are carried up over the 14 feet 6 inches above the 
i 
2 molded main deck. 
s P 5 5 . Te 
o The solid continuous center line keelson is of 204-pound 
a steel, with double angles running along the top and Fone 
and with angle clips joining it to the floors. Three side a - 
sons on each side, distant respectively 4 feet, 8 feet and 12 
feet from the center line, consist of 15-pound plates See ae 
i anne 
to the floors, the tank top plating and the Pee n ae 
i i : unds. 
Lb = [} 200ta HAI frames by angles measuring 3 by 3 inches by 7.2 ge anes: 
: g 8 TsO channel frame in the double bottom extends to the oe A 
: : i i : is 
g 3 of the bilge and measures 15 inches by 33 pounds 
1 


154 


International Marine Engineering 


ApriL, 1908. 


da taia ce 
30 


25 


in ATI tr 
ary EPR Jett pepe Pe yaa ipeps 
10. 105 [iss alas +96" "> "35 


F.W. Tank “Fuel Oi 


~ Cargo or Fuel Oil 


Cargo Oi] — 


OUTBOARD AND PARTIAL INBOARD PROFILE OF THE GEORGE W. FENWICK, SHOWING OIL STORAGE, BOOMS, AND UNEQUALLY-SPACED MASTS. 


pierced in each compartment for 3-inch limber holes. At the 
ends are angle frames, 344 by 3% inches by 9.8 pounds. The 
bracket floors, which are located on every frame, are of 
15-pound steel, with occasional lightening holes 12 inches in 
diameter. At the forward end the floors are 16% pounds, and 
in the engine room 22 pounds. Around the turn of the bilge 
the outer edges of the floors are stiffened by short angle 
frames, 3% by 3% inches by 9.8 pounds. The bilge amidships 


is formed by the arc of a circle with a radius of 4 feet. 
The inner bottom plating includes a center plate 19 pounds 


‘Steering 
Engine 
XN 


Donkey 
Boiler 


in the holds and 21% pounds in the machinery space, with 
other strakes 14 pounds in the holds and 17% pounds in the 
machinery space. The margin plates in the holds are 16% 
pounds. This plating is connected to the floors by means of 
single angles measuring 3 by 3 inches by 7.2 pounds. 

The transverse framing above the double bottom is entirely 
intercostal between the side stringers, the channels being 8 
by 3% by 3™% inches by 21 pounds, and spaced 25 inches apart. 
The side stringers, three in number on each side, consist in 
each case of a 15-pound plate 14 inches deep, and flanged 3% 


GENERAL ARRANGEMENT OF THE MAIN DECK ON THE GEORGE W. FENWICK, SHOWING THREE HATCHES, AND THE ACCOMMODATION FOR CREW. 


i — 
Boiler Donkey 
alle Boiler 


DD? 
25 x 35 5 


O efD 
25 x 355 


Teena 
Casing Oo 


Cargo Hatch 


Cargo Hatch 


GENERAL ARRANGEMENT OF THE MAIN DECK ON THE NANN SMITH, SHOWING THE TWO LARGE HATCHES AND THREE EQUALLY-SPACED MASTS. 


- Owners 
=+)/ Parlor 


4) 
1 aera 
ef 


Capstan 


GENERAL ARRANGEMENT OF THE POOP, FORECASTLE AND BRIDGE DECKS ON THE GEORGE W. FENWICK. 


inches to the shell. The inside edge of this plate is. fitted with 
double angles 6 by 3% inches by 15.3 pounds, which join it to 
the intercostal frames. At the bottom of each frame is a 
bracket 36 by 36 inches by 15 pounds, with a 3-inch flange on 
the inside edge. These brackets are fastened to the inner bot- 
tom by angles 4%4 by 2% inches by 12.8 pounds. The brackets 
joining the frames to the main deck beams are 27 by 27 inches 
by 15 pounds. 


Chart and 
Pilot House 


THE NANN SMITH IS SIMILAR. 


APRIL, 1908. 


834!"x 33¢''x 9.8 Lhe. 


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” 


” 


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‘Beams. 10'‘x 3 


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Connection of Bridge 
Deck Stanchion Foot, 


15 Lb. Bracket 


10''x 334 'x 33¢'x 21.8 Lbs. 


18x15’ x10" Bracket, 


" 


15 x 18x16 Lbs, 


' 


International Marine Engineering 


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DETAILS OF CONNECTIONS ON THE TWO STEAM SCHOONERS, SHOWING THE GENERAL CONSTRUCTION, AND THE LIBERAL USE OF CHANNEL BARS FOR BEAMS AND GIRDERS. 


155 


Forward and aft of the collision bulkheads are frames con- 
sisting of angles 5 by 3% inches by 10.4 pounds, with reverse 
frames 4 by 3 inches by 7.2 pounds. In the engine space the 
frames are also 5 by 3% inches by 10.4 pounds, and the re- 
verse frames are 6 by 3% inches by 13%4 pounds. In each case 
the spacing is 25 inches. 

Above the main deck the frames in way of poop and fore- 
castle decks are angles 5 by 3% inches by 10.4 pounds, in- 
creased to 6 by 3% inches by 13.5 pounds for the bridge deck. 
In each case a flanged bracket plate, 36 by 30 inches by 15 
pounds, connects the frames by means of double angles, 3 by 3 
inches by 7.2 pounds, to the main deck. 

The main deck beams are channels measuring 10 by 3% by 
34 inches by 21.8 pounds on every frame, with a spring of 
IO inches in the beam of 43 feet. The bridge deck beams are 
channels fitted on every frame and with a spring of 10 inches. 
They measure 6 by 3% by 3% inches by 15 pounds. 

The hold stanchions, or pillars, at the center line consist of 
vertical double channels, 10 by 3% by 3% inches by 21.8 
pounds, with side plates at the midheight, 15 by 72 inches by 
20 pounds, and wood filling pieces, as shown in the amidship 
section. These are fastened to the double bottom by means 
of brackets, 28 by 16 inches by 15 pounds, and angles, 314 by 
34 inches by 9.8 pounds, with a doubling plate, 28 by 20 inches 
by 19 pounds, between foot of stanchions and centerplate of 
double bottom. A continuous horizontal girder just under 
the center of main deck beams is supported by these stanchions, 
and eonsists of double channels of the same size as used for 
the stanchions. The stanchions for bridge deck consist of 
channels, 8 by 3% by 3% inches by 21 pounds, with double 
longitudinals at the upper edge, 6 by 3% by 3% inches by 15 
pounds. 

The plating on the main deck measures 14 pounds, de- 
creased to 11% pounds at the ends, and increased in way of 
hatches. The stringer plate is 48 inches by 22 pounds, de- 
creased to 31 inches by 17 pounds at the ends. On the poop and 
forecastle decks the plating is 15 pounds, flanged 3%4 inches 
to the shell. On the bridge deck the plating is 12% pounds, 
with 14-pound plate under the windlass. The stringer meas- 
ures 22 inches by 14 pounds, decreased to 19 inches by 12% 
pounds at the ends of poop and forecastle decks. 

Bulkheads consist of plates of 13%4 pounds, with single frame 
angles 5 by 5 inches by 14.3 pounds. The vertical stiffeners 
are angles 5 by 3% inches by 10.4 pounds spaced 30 inches 
apart. Horizontal stiffeners of the same size are 4 feet apart. 

The stem measures 10 by 3 inches. The stern frame is a 
separate forging, including a propeller post, 1014 by 614 inches, 
and a rudder post 10 by 6 inches. The rudder has been ar- 
ranged so that the pintle bushings can be renewed without 
raising the rudder; the latter may be shipped or unshipped 
while the vessel is afloat. The rudder stock and pintles are, 
respectively, 854 and 414 inches in diameter. There is no ce- 
menting in the double bottoms except where water is to be 


-carried; but the forepeak, aftpeak and complete double bot- 


tom, as well as the forehold, are painted with bitumastic 
cement. 5 

The hatches of the Fenwick are all 20 feet wide in the 
clear; the two forward ones measure 25 feet each in length, 
while the other is 33 feet 4 inches. On the Smith two hatches 
only are provided, these being each 25 feet wide and 35 feet 
5 inches long. In each case the hatch includes girder coam- 
ings, 21 inches by 20 pounds, with angles at top and bottom, 
and with bracket plate stiffeners where necessary. 

Each vessel has three masts, with fore-and-aft schooner rig. 
Each mast has wood cargo booms, six in all on the Fenwick 
and eight on the Smith, each 60 feet long and 12 inches in di- 
ameter at the center. The crew are accommodated in the 
forecastle, while the officers are in the poop; the galley and 
dining saloon are located also in the poop. 


156 


International Marine Engineering 


AprRIL, 1908: 


Complete pumping arrangements are provided for rapidly 
filling and discharging oil from the double bottoms, and ballast 
water from the holds, while ventilating pipes for the oil com- 
partments are fitted equal in area to the filling pipes. In the 
wings of the boiler room are the evaporator and ice-plant 
equipment. 

MACHINERY. 


Each vessel has one screw operated by a triple-expansion 
engine, with cylinders 19, 31 and 52 inches in diameter, and 
a stroke of 40 inches. The low-pressure cylinder has a double- 
ported slide valve; the others have piston valves. At 90 revo- 
lutions per minute, the indicated horsepower is about 1,500. 
The connecting rod is 90 inches long. The condenser is built 
in with the frame of the engine. The crankshaft is in three 
interchangeable sections, 10% inches in diameter. The crank 
pins are 10!4 inches; thrust shaft, 10% inches; and propeller 
shaft, 11%4 inches in diameter. The thrust bearing has water 
circulation. 

The air pump, two bilge pumps and two feed pumps are at- 
tached to the back of the condenser, and are operated by a 
beam from the main engine. Both bilge pumps have connec- 
tions to the double bottom and the sanitary pipes. 

The evaporator, for making up losses of feed-water, has a 
capacity of 2,000 gallons per hour. The feed-water heater was 
supplied by the Griscom-Spencer Company, New York. -The 
fuel-oil installation consists of a settling tank, air compressor, 
and the necessary piping, burners and furnace fronts. The 
air compressor is of the duplex, double-acting type, with 
steam and air cylinders Io and 15 inches, respectively, in 
diameter, and 15 inches stroke. A duplex, horizontal, ballast 
pump, 14 by 18 inches, is also fitted. 

There are two single-ended Scotch boilers, facing aft, with a 
total heating surface of 4,944 square feet and a grate surface 
of 130 square feet, giving a ratio of 38 to 1. Each boiler is 14 
feet 6 inches in diameter and 11 feet 6 inches long and con- 
tains three furnaces. The steam pressure is 165 pounds per 
square inch, and the tubes are 3 inches in diameter. A verti- 
cal donkey boiler is fitted for the operation of winches. 

The propeller is four-bladed, with a diameter and pitch of 
13 feet each. 

The cargo hoists have steam cylinders 8 by 8 inches, with 
piston reversing valve. An anchor windlass is fitted forward. 
Two steam capstans, 6 by 8 inches, one forward and one aft, 
are fitted with large drums. Steam steering gear (Hyde Wind- 
lass Company, Bath, Maine) is placed in the upper engine 
room, with hand steering gear as a relay. A steam towing 
machine (Chase Machine Company, Cleveland, Ohio) has cyl- 
inders 15 by 18 inches, the towing drum being fitted for 41%4- 
inch cable. A small electric light plant has been furnished by 
B. F. Sturtevant Company, Hyde Park, Mass. 


A Sub=Aqueous Rockcutter Dredger. 


' When addressing the Royal Society of Arts in January last 
on the constructive work. of the Panama Canal, Mr. Bunau 
Varilla especially referred to the system of sub-aqueous rock 
cutting which has been perfected by Lobnitz & Company, Ltd.. 
of Renfrew, near Glasgow. This system originated with a 
dredger which Messrs. Lobnitz constructed in 1887 for the Suez 
Canal, in which they introduced on the side of the well a series 
of hammers, or long needles, actuated by hydraulic rams car- 
tried on the framing for the bucket ladder. The object in 
view was to get rid of the slow and expensive process of 
boring sub-aqueous rocks for blasting, by means of diamond 
drills worked from barges on the surface. 

After the experience gained with this Suez dredger the plant 
has been much improved, and as it is likely to be called into 
requisition for Panama, it is our purpose to describe here a 


rock cutter which Lobnitz & Company have just completed for 
operation on the River Blyth, Northumberland. The bed of 
this river is rock-post sandstone, and is extremely hard. Above 
the rock was a superincumbent mass of mud and clay, and this 
had to be removed and the rock bared. Under the old system 
the next process would have been to drill holes into the rock 
and then blast it; but a quicker and more economical method 
is now found in the Lobnitz rock cutter, which has some 
500,000 cubic yards of material in Blyth harbor to remove. 

The average depth of the harbor is about 16 feet at low 
water, and the project is to give it a uniform depth of 24 feet 
at low water and 39 feet at high water. The use of the rock 
cutter will, it is believed, save £70,000 ($340,000) in compari- 
son with the older method of removing the rock. 

There is a great ram, weighing 15 tons, working through a 
well in the center (or at one end) of a floating barge upon the 
rock beneath, which it splinters as a nut-cracker crushes a shell. 
The ram is very long, and has a hardened steel point. It is 
lifted by a steam winch with a steel rope, and, when at a 
sufficient height, a clutch is released and the winding drum 
whirls around very much like the free wheel of a bicycle, and 
the ram drops upon the rock, splintering it for a considerable 
radius. The position of the barge is calculated by sighting 
poles upon the quay, and is regulated by chains, so that, moving 
about in the river, it covers every inch of the ground. As the 
cutter proceeds, a dredger (in this case) follows immediately 
in its wake, and, scooping up the pulverized rock, carries it 
out to sea and there deposits it. 

The rams or hammers in the Suez plant were square, first of 
forged iron and later of welded iron. They succeeded in break- 
ing even the hardest rock satisfactorily, but the points suffered, 
and the renewal of the whole bar involved expense and delay. 
The introduction of the modern process of hardening steel 
solved this difficulty, and now the cutters, circular in section, 
are forged from one ingot of hardened steel, and have a re- 
movable ogival point, similar in form to that of large projec- 
tiles, and made of armor-piercing steel. In some cases in this 
plant a chisel-shaped point has been preferred for driving into 
tough rock, and in other cases a point with a series of tooth 
edges has been used, as in the case of one for the Irrawaddy 
river, where the current makes it difficult to insure that the 
blows would be successively struck on the same spot. There 
has been also important development in the plant to insure 
great exactitude in the point of contact of successive blows. 

The cutter is a round bar of special mild steel, turned smooth 
in a lathe throughout its whole length. The diameter is thicker 
at the center of the length than at the two extremities. (The 
diameter at the center of a 12-ton cutter is about 20 inches.) 
The lower extremity is fitted with a cutting point fitted in a 
taper socket, so as to be easily replaced when worn. The top 
end of the cutter is fitted with a steel thimble, so constructed 
that the wire-rope is permanently attached to the cutter. The 
smallest size of cutter used is of 4 tons weight, 20 feet long, 
suitable for depths not exceeding 17 feet below high-water 
level. A 15-ton cutter is suitable for 50 feet depth. 

The cutter is suspended over a pulley carried on the top of 
a tripod (or quadripod), the length of cutter and height of 
tripod being greater than the depth of water, so as to facilitate 
the guiding of the cutter, which passes through an aperture in 
a bearing located in the well of the barge, and fitted with 
springs to accommodate lateral movement or shock. The 
cutter thus falls vertically upon the same spot, special gear and 
moorings being fitted on the barge to prevent movement. The 
barge is maneuvered according to distance posts on the bank, 
so that each series of blows may fall upon a spot in the rock as 
marked on a chart. 

This rock-cutting machinery may, if more convenient, be 
mounted on two old barges joined together by logs of wood 
or steel girders, bolted across on top of their decks; and on 


APRIL, 1908. 


International Marine Engineering 


157 


this foundation the rock-cutting machinery is erected. Some 
rock-cutting machines, however, are in use with one, two or 
three cutters working together, or a barge may be especially 
constructed for the machine, as has been done in the case at 
Blyth, which we illustrate. 

With a drop of from 6 feet to 10 feet the cutter breaks its 
way into the surface of the rock, partly pulverizing it and 
partly breaking it. The whole force of impact is concentrated 
ona surface of a few square inches, and this enormous pressure 
will crush the hardest rock. The cutter is allowed to fall on 
the same spot until it has penetrated there to the depth de- 
sired. After this depth is attained, the barge on which the 
cutter is mounted is moved a distance of about 2 feet by means 
of the maneuvering chains, which are worked by a special steam 
winch designed to insure accuracy of movement. The cutter 
is then again brought into use until it has sunk into the rock 


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chinery. Six maneuvering chains are used. The four side 
chains are used to traverse the work, delivering blows in a 
straight line the whole width of the channel and spaced about 
two feet or more apart according to the nature of the rock. 
The apparatus is then maneuvered in the opposite direction 
across the width of the channel. The maneuvering winch is 
so arranged that the amount of chain taken in on the one side 
is exactly equal to the amount of chain given out on the other 
side. The six barrels on the maneuvering winch are all 
independent. Smaller barrels are also provided, with a 
quicker speed, for rapidly warping by means of rope when 
desired. 

Base lines are established on shore. On the barge which 
carries the rock cutter two vertical rods are mounted in slots 
in a frame. ‘These rods can be moved into other slots spaced 
2 feet apart, or whatever distance is desired between the blows 


/ Stores 
Vi Chains {( 
[Par iP uiarap Fp pee 


Forward 


LOBNITZ ROCK BREAKER FOR PULVERIZING SUBMERGED ROCK SO THAT IT CAN BE HANDLED BY A DREDGER. 


to the desired depth.. The barge is then again moved 2 feet, 
and so on. The cutter falls freely through a hole formed by a 
guide of steel or of hardwood, so fixed between upright 
timbers that it can be lifted by a steel wire hoisting rope, to 
vary the height of the guide according to the depth of water. 
When the depth of water is greatest the guide is lowered right 
down to the surface. The wire rope is of special construction, 
5 inches in circumference for a 12-ton cutter. 

The hoisting winch is a powerful steam engine with gearing 
and fittings to allow of continuous work. About 1,500 blows 
per day of ten hours may be given in regular work. It is so 
arranged with a steel friction clutch and automatic gear that 
the wire rope follows the fall of the cutter and raises the cutter 
again at once after the blow has been struck. A feed pump is 
worked from this winch, which feeds the boiler in proportion 
to the amount of steam used. 

The maneuvering winch is an important part of the ma- 


These two rods then form two sighting points, which can be 
sighted in line with two other rods ashore. The rods ashore 
are put up square to the base line, and the rods on board the 
rock-cutter barge are shifted 2 feet every time the barge is 
advanced, so that the rods on shore do not need to be moved 
every day. The distance from the base line is measured by 
means of a graduated wire. 

The builders say that a much Magee volume of rock can be 
broken when the blows are spaced more than two feet apart, 
but the advantage is entirely lost when the rock comes to be 
dredged; because when the rock is broken small it is dredged 
economically, whereas, breaking the rock into larger pieces 
makes the dredging more costly. One of the features of the 
rock-cutter system is that the lifting of the broken rock is as 
easy as ordinary dredging. When explosives are used to 
excavate rock the pieces are often large and costly to lift; 
whereas, the rock cutter leaves the debris broken small on an 


158 


even surface. A good bucket dredger scrapes the surface of 
the rock clean before commencing rock cutting, and afterwards 
removes the broken rock. 

Excavation with these cutters is claimed to be more sure, 
less costly per cubic yard, and more rapid than by any other 
system known for sub-aqueous rock excavation. A single 
cutter machine will break up per day in average rock 100 cubic 
yards for 1 ton of coal and the wages of four men; and the 
cost of oil, stores and repairs should not exceed the expense 
for fuel and wages. BENJAMIN TAYLOR. 


International Marine Engineering 


Apri, 1908. 


long, and forecastle 43 feet long. The officers’, engineers’ and 
passengers’ accommodation is on the bridge, the saloon being 
tastefully fitted up in polished hardwoods, and the whole of 
this accommodation is heated by steam radiators. There is a 
most elaborate arrangement of deck machinery and derricks 
for the rapid handling of all kinds of cargo, and provision is 
made for dealing with lifts up to 25 tons weight. A complete 
electric light installation has been fitted, including clusters of 
lamps to provide illumination when loading or unloading at 
night, and a searchlight for use in the Suez Canal. 


BOW VIEW OF THE STEAMSHIP HURONA, SHOWING DAMAGE DUE TO COLLISION. 


A Record in Shipbuilding. 


The 400-foot steamer Blackwell has just been built and 
launched at the North Sands Shipbuilding Yard, Sunder- 
land, in the record time of sixty-nine working days. She 
was specially constructed to the order of the Tyzack & Ban- 
croft Steamship Company, Ltd., and is designed for trading 
between Middlesbrough and London and Calcutta. The prin- 
cipal dimensions of the steamer are: Length over all, 417 
feet; breadth, extreme, 50 feet 9 inches; depth, molded, 29 feet 
9 inches. 

The Blackwell has been constructed under Lloyd’s special 
survey for their highest class on the spar deck rules and deep 
frame system, and has a poop 27 feet long, bridge 112 feet 


Another Collision. 


On Sept. 23 the Allan Line steamer Mongolian and the 
Thomson liner Hwrona were in collision in the passage of 
Belle Isle, at“the mouth of the St. Lawrence river. Both 
vessels were badly crushed at the bow, as our illustrations 
show, it being apparent that the Hurona struck the Mongolian 
just aft of the stem, and cut into her a great gash extending 
below the waterline. One illustration of the Hurona shows 
how the decks of the larger ship crumpled up the bows of the 
smaller, while the spaces between decks permitted the bows to 
enter with comparatively little opposition. 

The Mongolian was in service between Montreal and Glas- 
gow, was steaming eastward, and had on board a cargo of 


APRIL, 1908. 


International Marine Engineering 


159 


TEMPORARY REPAIRS IN PROGRESS ON THE HURONA. 


5,000 tons, consisting of grain and miscellaneous items, be- 
sides about forty passengers. The Hurona was en route to 


THE HOLE IN THE SIDE OF THE MONGOLIAN. 


Montreal from Middlesbrough, with a full load of general cargo. 

The Allan liner was built in 1891 by D. & W. Henderson & 
Company, of Glasgow. She is a‘steel screw schooner fitted 
with seven watertight bulkheads and with a double bottom 
for water ballast. With a length of 4oo feet, she has a beam 
of 45 feet’ 2 inches, a depth of 30 feet 6 inches, and net and 
gross tonnages respectively of 3,088 and 4,838. Her triple ex- 
pansion engine has cylinders measuring 30, 50 and 80 inches 
in diameter, with a stroke of 60 inches. 

The Hurona was built at Barrow in 1892, and is a steel screw 
shelter deck schooner fitted with six bulkheads and with deep 
framing. She measures 360 feet in length, with a beam of 44 
feet 6 inches and a depth of 23 feet 6 inches. Her net ton- 
nage is 2,150, and 3,432 gross. The triple expansion engine 


has cylinders of 29, 44 and 71 inches, with a stroke of 54 


inches. 

Patched up sufficiently to stand the voyage across the Atlan- 
tic, and perhaps a good deal more, the Hurona has sailed for 
London. The work of repairing had been done expeditiously 
and well, and the ship looked fit enough for a lot of rough 
usage. The broken steel stem was built up of scantling and 
planks, strengthened by cement. This was then covered over 
with sheets of iron and painted black. One who did not 
know might not from her appearance even guess that she had 
been so badly smashed. She carried a heavy cargo for Lon- 
don, including grain and apples. 

The photographs show where the decks of the Mongolia 
intercepted the bow of the Hurona, and tore great gashes. 


SIDE VIEW, SHOWING DAMAGE TO BOW OF HURONA. 


160 


THE MONGOLIAN PATCHED UP AFTER THE COLLISION. 


Reciprocating Versus the Turbine Engine. 


In view of the rapid advance made by the turbine engine 
as the motive power for marine service, it will be interesting to 
review and note in a general way some of the salient points 
of the two types of engines, and consider them from a con- 
structive standpoint, and not—as might be inferred from the 
title—on lines that will involve any of the theories regarding 
the distinctive features of either type; nor as to their relative 
economy or adaptability, or for the purpose which they 
were intended to fulfil; neither as regards the theory or 
action of the steam and the peculiarity of its flow, nor to take 
into consideration any of the numerous ideas advanced by 
those who have made an exhaustive study of the principles in- 
volved in the new type of steam motor. All of these features 
have been dealt with at great length by learned writers on the 
subject, and their views have been published in the leading 
technical journals of the day, and need not be considered 
further here; but more particularly the design, constructive 
details and the class of workmanship required in the building 
of the two types of engines, the superiority of which is ap- 
parent in the turbine type over that of the reciprocating. 

When such comparison is made between the two types, one 
is amazed at the crudeness, one might say primitiveness, of 
the workmanship of the latter, as compared with that of the 
former, the reason for which is not far to seek. If it were not 
for the high degree of ingenuity and skill in adjustment, and 
refinement in workmanship required in the building of the 
turbine engine, it would be as nothing compared with that of 
the reciprocating type. Aside from special types of recipro- 
cating engines, the marine engine for the merchant service is 
crude by comparison only. They are efficient and do their 
work economically to a very high degree. As a matter of 
fact, the best the turbine class can do is to equal it, but to the 


International Marine Engineering 


APRIL, 1908. 


best of our present knowledge, never has the turbine engine 
much excelled the records made by the reciprocating engine. 
This question need not be considered further here, either, as 
this is not the part of the subject that we are concerned with 
at the present time. 

The extent to which the refinement of machine work, the 
fitting and adjustment, is carried out to the minutest detail in 
the building of the turbine engine would not be considered for 
a moment by any builder of reciprocating engines; because 
of the costly methods, and as being uncalled for—not re- 
quired—or as it might be expressed, “it would not pay.” In 
the case of the turbine it is different. They have to be built 
that way, for, as said before, the turbine engine would be as 
nothing if built without such refinement in design and con- 
struction, in order to correct the inherent defects in this type 
of engine. Therefore, we will have to accept the proposition 
that such refinement is imperative, and is the price to be paid 
for accepting the turbine principle. Having accepted the in- 
evitable, we then proceed to find ways and means to solve the 
problem, which has been successfully accomplished, and re- 
sulted in placing the turbine engine on a very high plane, 
showing what can be done by determination and persistent 
effort when applied in the right direction. 

The broad statement is made in the foregoing that the re- 
ciprocating engine is a crude affair, as regards workmanship, 
when compared with that necessary in the construction of the 
turbine engine. And this fact is readily apparent on close 
examination of the two types of engines in marine service. 
Let us consider, in a comparable way, the rotor casing of the 
turbine, with that of the cylinder of the reciprocating type. 
The former are made up, in the larger sizes, of from four to 
six separate sections, and divided in two parts longitudinally, 
having the heads cast integral with the end sections of the 
casing, provided with openings through which the rotor shafts. 
work, and fitted with packed bearing heads, not unlike the 
bottom cylinder head of the reciprocating type. 

Of necessity, these casings are too great in dimensions to be 
made in one casting. At least they must be divided longitudi- 
nally to permit the placing of the rotor within the casing. 
The joints of the several sections must be carefully made and 
strongly bolted up, to which is added the fitting of the joint 
dividing the upper and lower part of the completed casing, a 
joint which must admit of repeated separating and closing, 
metal to metal, and steam tight under the working pressure. 
In addition, the casing goes through a process of rough boring 
and steam seasoning to the final finished boring and grooving, 
all of which has to be done with the casing bolted together, 
requiring special boring tools, and the offsets or grooves 
properly located by accurate measurements made from the out- 
side in the smaller sizes, and from the inside on the larger 
sizes, all of which is a time consuming process, the like of 
which is never done on cylinders or any other parts in build- 
ing reciprocating marine engines. 

In the building up of the rotor, another time consuming 
element is the boring and fitting of the rotor onto the shaft, 
and the finished turning and grooving, all of which has to 
accurately conform to that of the casing. The co-efficient of 
expansion of the metals comprising the casing and rotor has 
to be considered carefully, and tried out to determine if the 
two parts will expand in length with the least difference, in 
order that the rotor blading will not foul that of the standing 
part in the casing. Then comes the tedious process of blading 
of both the rotor and casing, the different sizes and length of 
blading which must be inserted firmly and truly radially, and 
securely locked in place, all of which has to be done with the 
greatest care, down to the minutest detail. Then follows the 
balancing of the rotor, fitting and adjusting it into the casing 
and bearings, and providing micrometer adjustment longitudi- 
nally. Throughout the entire installation the greatest care 


APRIL, 1908. 


International Marine Engineering 


161 


must be taken to insure a perfect working condition, to the 
last fraction of vacuum obtainable. 

The separation of the casing for examination of the rotor 
is a matter of careful design and detail, that it may be lifted 
with safety and true from off the rotor, without fouling the 
blading; as it must be, when taking into consideration the 
great weight of the part to be handled—upwards of a hundred 
tons.in large low-pressure units. 

A complete summation of all the numerous details in con- 
nection with the building of the marine turbine engine, as we 
see it to-day, is too great to be considered further here. We 
have dwelt on the subject only to an extent that will enable a 
comparison to be made between the two types of engines, as 
regards their constructive details and refinement in workman- 
ship, as displayed in the building of those of the turbine class, 
which have been shown to be of a special and costly nature, as 
is self-evident. 

The reciprocating or piston engine of the marine type for 
the merchant service has its inherent defects in principle, as 
well as those of the turbine class for the same service, and 
not the least of these is the limitation of rotative and piston 
speeds. There are cylinder condensation, wire drawing of 
steam, large clearance spaces, besides other numerous defects 
to which the reciprocating class is heir. These, if eliminated 
in part at least, would place the reciprocating engine on a 
higher plane than that on which it stands at the present time, 
—that is, if the cost of such elimination is not considered, as 
it is evident it is not in the case of the turbine engine. 

On just what lines the elimination would best be followed 
will be a matter of conjecture, and be determined wholly by 
experiment, as was done in the case of the turbine. If the 
problem is attacked with determination and a free hand as 
regards cost, a great deal could be accomplished, beyond ques- 
tion. The building of a 15,000-horsepower unit to try out 
would be a matter of no small cost, as we know, yet this was 
done in the case of the turbine. In the balancing problem of 
the piston engine, much has already been accomplished in the 
past few years, and the results are highly beneficial as re- 
gards higher rotative speeds and reduced vibration. As the 
crank shaft is one of the factors in the problem, it might be 
well to consider to what extent refined treatment would apply 
to this detail. Oil-tempered steel for shafts and pins is a 
step in that direction, without doubt, to which might be added 
the grinding of all bearing surfaces and the fitting of shafts in 
self-oiling journals, and following on the same lines the re- 
fined treatment to include all of the numerous details of parts 
comprising the completed unit. 

It would be considered that the steam cylinders are not the 
least important to which the refined treatment be applied. It 
could include jacketing on the barrels and heads and their 
fitting with chilled or hardened steel liners, ground and pol- 
ished to a high degree. The inside surfaces of the cylinder 
heads could be machined and highly polished, the same treat- 
ment to include the pistons—that is, both sides be machined 
and polished, then followed by the reduction of the clearance 
spaces to a minimum between cylinder heads and pistons, and 
between the cylinder and valve faces. Eliminate the rough 
cored surfaces of steam passages to the minimum, which could 
be obtained by placing all valves in the heads, and perhaps of 
the poppet type. Continuing the same treatment, it would in- 
clude reheating receivers and an efficient system of drainage 
down to and including the air pumps and condensers, and the 
maximum vaccum obtainable, also an efficient system of self- 
lubrication that would be continuous and never failing. The 

“same treatment would include the problem of compression, as 
a higher rotative speed and smoother turning effort would be 
one of the imperative requirements, and would necessarily be 
controlled from the exhaust side, as a matter of economy. 

It will be considered, as a matter of course, that the con- 


jectures as to what parts of the reciprocating marine engine 
are susceptible to such refined treatment of material and work- 
manship, as outlined, will be largely of a forecasting nature. 
But, nevertheless, some of the ideas referred to are actual 
facts, as we know, and just what beneficial résults could be 
expected from the balance, and others that might be suggested 
by practical application, is largely problematical. 

Without question, it will be accepted that steam. cylimders 
fitted with liners of hard material, bored and ground truly 
cylindrical and parallel, having the surfaces highly polished, 
will have a lower coefficient of friction than they otherwise 
would have, and with the rough surfaces of pistons and cylin- 
der heads machined true and polished, the clearance volume 
and ahsorbative capacity would‘be greatly reduced. The ab- 
sorbative quality of rough cored and cast, as well as that of 
roughly machined surfaces of coarse soft cast iron, is known 
to be much greater than that of hard, close-grained polished 
metals, and the elimination of such defects would result in the 
reduction of the cylinder condensation to a large extent. 

The greater accuracy of workmanship, as could be applied 
to the reciprocating engine, would affect and improve its 
working condition throughout. If accuracy of all bearing sur- 
faces were proved and known, the running clearances could 
then be determined to a certainty, and adjustments made ac- 
cordingly. Steam jacketed surfaces and reheating receivers 
have been used quite extensively in the marine service, but the 
question of their continued use involves economy of space, 
weight and efficiency; yet the highest economy of steam con- 
sumed per indicated horsepower has been obtained in connec- 
tion with their use. Therefore, it is reasonable to assume that 
they are some of the factors in the problem, and should be so 
treated in this connection. 

In dealing with both sides of the question only a small part, 
covering the details of each type, could be dwelt on, and that 
only in a comparable way; enough, however, to show the vast 
difference in the constructive methods of the two types of 
engines. W. M. 


A Japanese Liner. 


Messrs. D. & W. Henderson & Company, Limited, Partick, 
Glasgow, launched last April the steel screw steamer Chikuzen 
Maru, built for the Nippon Yusen Kaisha, of Japan. The di- 
mensions of this vessel are: Length between perpendiculars. 
310 feet, breadth molded 40 feet, depth molded 26 feet 6 inches, 
with a gross tonnage of about 2,530. She has been built to 
class 100 At Lloyds spar-deck class, and also in accordance 
with the Teishinsho rules. 

For first class passengers accommodation is provided in 
staterooms under the fore part of the bridge deck, and there 
are a dining saloon and smoke room in polished hardwood, of 
tasteful design. Accommodation for sixteen second class pas- 
sengers is aft in the poop, with dining room, also in hardwood. 
Accommodation is provided in forward ‘tween decks for third 
class passengers. Captain, officers and engineers are berthed 
amidships, and the seamen and firemen forward. Special at- 
tention has been paid to the accommodation, all the rooms 
being large, airy and well ventilated. The vessel is equipped 
with everything that can add to the comfort of passengers 
and to economical working of cargo. 

The engine is triple expansion, with cylinders 25, 41 and 68 
inches in diameter, and a stroke of 48 inches. The working 
pressure is 185 pounds per square inch. The cylinders are all 
separate, and the steam connection by pipes, with expansion 
joints to them. The columns are of the Y type in front, and 
rectangular at back, ‘and all are tied together at the heads, 
making a rigid support for the cylinders. The bedplate is of 
the usual box construction. 

The valve gear is of the Stephenson link motion, all 


International Marine Engineering 


Wel 


APRIL, 1908. 


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Oo} 


Gris 


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SIDE AND END ELEVATIONS OF THE TRIPLE-EXPANSION ENGINE ON THE JAPANESE STEAMER CHIKUZEN MARU, OF THE NIPPON YUSEN KAISHA. 


AprIL, 1908. 


adjustable, and the eccentric straps are of malleable iron, lined 
with brass. Steam reversing gear of the ‘‘all round” type is 
fitted, having machine cut gear. Steam turning gear is also 
fitted. 

There are feed pumps driven by the air pump crosshead, also 
a pair of Weir’s automatically controlled pumps, and one Weir 
feed heater. A suction feed filter (Carruthers make) is fitted 
between the hotwell and the engine feed pump. The con- 
denser is a separate cylindrical casting, bolted to the two for- 
ward back columns. The air pump is driven from the low- 
pressure crosshead. The circulating pump, of ample size, is of 
the centrifugal type. Water service is provided through all the 
thrust shoes, the block being secured to the engine bedplate 
by forged iron palm ended bolts. 

There are two single-ended multitubular ihatilers, 15 feet 6 
inches in diameter by 11 feet 6 inches long, with three fires in 
each, arranged for forced combustion on the Howden system. 
The total grate area is 123 square feet, and the heating surface 
5,113 square feet, making a ratio of 41.6 to 1. The funnel is 
provided with a telescopic piece where it joins the smokebox, 
the main funnel being carried by the beams of the vessel. A 
large donkey boiler is provided for the winches, which are 
made by the builders. 

A complete auxiliary outfit is provided, consisting of electric 
light plant, large ballast pump, sanitary pump and general 
steam pump for deck use, as well as bilges and boilers. The 
exhaust steam from all auxiliaries is led into a separate con- 
denser, fixed in the engine room, of the “Contraflo” type, made 
by Richardsons, Westgarth & Company, who also constructed 
the evaporator and the Geddes water traps for the inter- 
mediate and low-pressure valve casings. These traps auto- 
matically drain the water from their respective casings, and 
lead it into the hotwell. BENJAMIN TAYLOR. 


Vibration in Passenger Ships.* 


Some surprise and disappointment has been expressed by 
passengers on turbine-propelled ships that vibration, although 
it has been greatly reduced, has not been entirely eliminated 
from these vessels. In considering this subject, it may be as 
well to state at once that, no matter what kind of engine be 
used, vibration never will be eliminated from steamships 
driven by screw propellers. The hull of a steamship is a 
highly elastic structure and, therefore, peculiarly sensitive to 
any forces tending to set up vibration. These forces may be 
broadly divided into three kinds—the impact of the waves, the 
unbalanced moving weights of the engines, and certain in- 
equalities in the thrust of the propellers. 

Vibrations due to the shock of the waves may be disre- 
garded as being too infrequent to cause any discomfort. It is 
only in heavy weather that they become of sufficient magni- 
tude to attract the attention of the passengers, and even then 
it is only at long intervals that the sea will strike a blow 
sufficiently powerful to cause the whole ship to vibrate. 

The second cause, unbalanced or imperfectly balanced mov- 
ing weights in the reciprocating engine, is, or rather was, the 
most annoying trouble, since it was responsible for that in- 
cessant pounding, and in some cases very violent vertical and 
lateral vibration, which was for many years the bane of a 
deep-sea passage. A few years ago, however, after a thorough 
investigation, Messrs. Schlick, Yarrow and Tweedy devised a 
system of arranging the relative positions of the cranks and 
other moving parts of the engine, which resulted in a great 
improvement; although in the’ latest high-powered trans- 
Atlantic ships a considerable amount of engine vibration still 
remains, especially when the engines are racing. With the 
introduction of the steam turbine, however, vibration from the 
engine was absolutely eliminated, the moying parts being 


* Scientific American. 


International Marine Engineering 


163 


perfectly balanced and, therefore, incapable of producing those 
mechanical couples which, in the reciprocating engine, send 
a rhythmical series of tremors through the whole structure of 
the ship. 

The public at large, on hearing that an absolutely vibration- 
less engine had been produced, jumped to the over-hasty con- 
clusion that all vibration of the ship had at last been elimi- 
nated. In this they were not altogether to blame; for it must 
be admitted that the sponsors of the steam turbine, in speaking 
of its future benefit to marine navigation, had predicted an 
absence of vibration from the whole ship, which their knowl- 
edge of propeller action should have taught them was, in the 
very nature of things, impossible. The writer has stood in the 
engine room of the Lusitania at a time when there was per- 
ceptible vibration in the structure of the ship at a point some 
200 feet farther forward, and failed to perceive the slightest 
sensible vibration of the engines, even when the hand was laid 
upon the casing of either the high-pressure or low-pressure 
turbines. 

For the causes of such vibration, then, as occurs in a turbine- 
propelled ship, one must look outside of the hull itself; and it 
is to be found, as we have already remarked, in the uneven 
action of the propellers, whose effect does not consist, as it 
thegretically should, in a constant axial pressure on the ship, 
but in a thrust which varies from a maximum to a minimum, 
and is in reality a series of rhythmical impulses. Theoretically, 
a three-bladed propeller, rotating at a certain rate of speed in 
undisturbed water, should exert a constant thrust. 

But, in the case of steamship propulsion, the propellers, so far 
from revolving in undisturbed water, exert their thrust upon 
water that is very much disturbed, and flows past them in 
streams of varying velocity, full of eddies and more or less 
complicated motions. This movement is largely due to the 
friction of the water upon the sides of the ship. The layers of © 
water in immediate contact with the hull tend to cling to it, 
and are dragged along with increasing velocity, until at the 
stern of a long ship they are traveling approximately at the 
same speed as the vessel. This drag on the water decreases 
with the distance from the hull, until undisturbed water is 
reached. Now, as a propeller rotates, its blades are alternately 
reacting upon dead water and water which is moving more or 
less swiftly forward against the thrust which the blades exert; 
and, consequently, the reaction against the blades is greater, or 
of a less yielding character, as they are passing through the 
water next the hull than when, on the other half of their rota- 
tion, they sweep through the still water 15 or 20 feet away 
from the hull; in other words, each blade once in every revolu- 
tion hits a hard spot, as it were, in the water, with the result 
that the impact sets up a series of tremors or vibrations. 
throughout the whole structure of the ship, whose frequency 
will be equal to the number of blades in the propeller, multi- 
plied by its speed of rotation. Thus, in the case of the 
Lusitania, whose three-bladed propellers make at full speed 
about three revolutions per second, one would expect to find, 
if this theory be correct, a frequency of vibration of about nine 
per second. Observations by recording instruments show that 
this is exactly what occurs. 

It is evident, then, from the above considerations, that 
although the steam turbine has entirely eliminated engine-room 
vibration, passengers on future high-speed boats must be pre- 
pared to submit to such limited discomfort as arises from 
vibrations which seem to be for the present entirely beyond 
human control. Evidently, if vibratiom is to’ be entirely elimi- 
nated, we must find some other means of propulsion than the 
propeller. “There is one system which would bring about the 
desired result, namely, that of jet propulsion; but jet propul- 
sion, in spite of the’ many ingenious. efforts to develop it, has 
never proved a practical success, at least for high-speed vessels. 


164 


International Marine Engineering 


APRIL, 1908. 


HOUSE BOAT SOMMERNACHTSTRAUM (SUMMER NIGHT’S DREAM), WITH ELECTRIC DRIVE. 


MODERN MOTOR LAUNCHES. 


BY DR. ALFRED GRADENWITZ. 


Many of the recent advances in the field of transport and. 


locomotion are due to the extraordinary development of small- 
sized explosion motors. This applies both to automobilism 
(which has brought about something like a revolution in 
modern traffic) and to aeronautics, which seems to be on the 
eve of a powerful development. 

The experience gained in connection with automobile con- 
struction has been lately made use of also for the construc- 
tion of motor launches. As a suitable motor had been de- 
veloped, no difficulties were experienced in the construction of 
light and swift motor-driven boats, the more so as such motors 
will be readily fitted into even the smallest crafts. Motor 
launches are accordingly at present used to a large extent, both 
for the transport of passengers and merchandise, for racing, 
sporting, touring and pleasure purposes, for maintaining regu- 
lar connections in the short and long-distance traffic, for con- 
veying merchandise from ship to ship, from ship to land, from 
the place of production to the loading place, and so on. They 
are even used largely by the authorities as superintending 
boats in the custom service, mail launches, etc., and even the 
navy has found it profitable to replace part of their steam 
pinnaces by motor boats. The low weight, simplicity of opera- 


tion and readiness for service are the main causes for the rapid 
strides made by this type of craft, which have brought anima- 
tion to many waters that had so far been outside of any traffic. 

While in most cases explosion motors of the automobile 
motor type are used for the propulsion of the launches, electric 
motors fed from storage batteries are fitted not infrequently 
into the latter, a special advantage of electric operation being 
the perfect smoothness and absence of any noise, and small 
electric launches are accordingly especially adapted for use as 
pleasure and touring boats. When driven by such a motor the 
boat will traverse quickly the water sheet of mountain lakes, 
passing by the towering peaks and steep slopes, and disturbing 
by no creaking or oscillation the grandeur of the scenery. 


ELEVEN-METER BOAT WITH 5-HORSEPOWER ELECTRIC DRIVE. 


MOTOR FOR DRIVING BRICK BARGE—38 TO 7 HORSEPOWER, 100 To 125 REVOLUTIONS, 160 VOLTS. 


APRIL, 1908. 


International Marine Engineering 


165 


TRIPLE-SCREW,° ELECTRICALLY DRIVEN TOWBOAT 


The smoothness of operation may be said to be an advan- 
tage, even from an economical point of view, the efficiency of 
the propeller being more advantageous than in the case of 


CONTROLLER FOR ELECTRIC DRIVE. 


MOTOR OF 15-20 HORSEPOWER AT 500 REVOLUTIONS PER MINUTE 


TELTOW, WITH ACCUMULATOR DRIVE, 60 HORSEPOWER. 


TRIPLE SCREW TOWBOAT TELTOW, SHOWING CONTROL PLATFORM, 


explosion motors, so as to reduce the consumption of energy 
in spite of the additional weight of the accumulator battery, 
at least in the case of moderate speeds. Electric operation 
may, accordingly, be preferred wherever no specially high 
speeds are required, such as in the case of ferries, hauling 
boats or goods launches. 


AND 160-500 voLts. 


TOWBOAT TELTOW. 


166 International Marine Engineering APRIL, 1908. 


‘ 


The electrical energy stored in an accumulator battery will 
allow of a single journey up to 100 kilometers (62 miles) in 
length, after which the battery, having become exhausted, must 
be recharged. Electric launches are accordingly bound up to 
charging stations, and are hardly adapted for use as long- 
distance traveling boats. Explosion motors, operated either 
by benzine, paraffin (gasoline) or any other kind of fuel, are, 
on the other hand, very suitable for journeys of several 
hundreds of kilometers, and while occupying only little space 
and being of small weight, will be readily replaced whenever 
required. However, benzine motors are far from being so 
simple to start and control as electric motors. Endeavors 
have accordingly been made from time to time to combine the 


MOTOR BOAT ELLEN IN MOTION, 


Galiey. 


THE MOTOR YACHT ELLEN. 


Cabin. 


MOTOR YACHT ELLEN, WITH BENZINE-ELECTRIC DRIVE AND ELECTRIC LIGHTING, COOKING AND SIGNALING. 


ss 


APRIL, 1908. 


International Marine Engineering 


bh 


BARGE OF THE BRICK TRANSPORT COMPANY, WITH /-HORSEPOWER ELECTRIC MOTOR DRIVE, 


individual advantages of each of these two systems, and a very 
practical mixed system has been recently evolved by the 
Siemens-Schuckert Works, Nonnendamm, Berlin, Germany. 

This system comprises a benzine motor and a motor-driven 
dynamo connected by an electro-magnetic clutch, while another 
similar clutch connects the dynamo with the propeller shaft. In 
parallel to the dynamo there is connected an accumulator 
battery, which on starting will rotate the electric motor as soon 
as the controller has been actuated, while the propeller shaft 
at the same time is slowly rotated as soon as the benzine 
motor has begun working. This is mainly relied upon to yield 
the energy required to operate the propeller, the electric motor 
being mainly used to control the speed. 

The limits of speed control are very wide ones, as the 
motor-driven dynamo, in case of reduced speeds, will exert a 
braking action on the benzine motor, while increasing the total 
output to about twice the output of the benzine motor in case 
of increased speeds. The braking energy, however, is by no 
means lost, but is stored as electrical energy in the accumulator 
battery. The backward running is effected exclusively by 
electricity, thus dispensing with any reversing gear. When 
permanently disconnecting the benzine motor, a purely electric 
operation can be resorted to, even in forward running, when 
all the advantages of electric operation will be fully enjoyed. 
According to the size of the battery and the speed of the 
launch, this electric service can be extended to one or more 
hours. The same benzine-motor dynamo set is used, after 
disconnecting the propeller shaft, to recharge the battery 
during intervals in operation. The boat thus becomes inde- 
pendent of any charging station, a large advantage over other 
electrically-operated launches. 

-Another good point of this mixed system is the possibility 
of providing, by the aid of the storage battery, for an ex- 
tensive electric lighting plant, fitting electric fans for venti- 
lating the various rooms, and operating an electric searchlight, 
as well as a pump for emptying the ship’s hold, and an electric 
siren. Even the kitchen stove in the pantry and the cigar 
lighter in the saloon are readily adapted to electric operation, 
and as no matches or open fires need thus be used on such 
boats, the cleanliness and comfort are obviously enhanced, 
while the safety against fire is greatly increased. 

The illustrations herewith reproduced show some of the 
various types of motor-driven boats at present in use, including 
motor boats for the passenger traffic, pleasure and touring 
boats, launches for use in the towing service on canals and in 
harbors, and motor-operated boats to be carried on board 
merchandise vessels. The photograph which represents a 
brick-transporting barge illustrates the simplicity with which 
an ordinary barge is adapted to motor operation. The out- 
ward appearance of the barge is altered in no respect by 
fitting the electric motor, while operation is made exceedingly 
simple, the vessel being able independently of any one of the 
usual means of transport (towing motors or hauling tugs) to 
go on its journey far more rapidly than heretofore. Some 
of the illustrations represent inside views of the mechanical 
part of a motor-driven launch designed for “mixed” operation. 


Use and Abuse of Staybolts.* 


The safest and most effective staying for locomotive and 
marine boilers is a subject of the highest importance. The 
frequent discussions and conflicting opinions advanced from 
time to time as to the best methods, etc., are evidence that there 
is no well settled or uniform plan adopted for this important 
feature of boiler construction. While it is agreed that metal 
of high quality and vibratory power is necessary, there seems 
to be no unity of thought as to the best design of stay-bolt 
that would come nearest to the qualities of safety, economy 
and endurance. The strenuous service, the prevailing neces- 
sity of rapid heating and cooling of boilers, causing extremes 
of temperature, the adoption of high pressures and the fre- 
quent failures of the constructive parts, often followed by 
serious results, should attract to the subject our deepest 
thought and attention. 

Stay-bolts have a diversified mission. To the tensile strain, 
used in sustaining the fire-box sheets in normal position, are 
added irregular bending forces, due to expansion and con- 
traction. The outer ends of solid stay-bolts are usually at a 
temperature of less than 300 degrees, while the inner ends 
are struggling at a temperature of between 700 and 800 de- 
grees F. Torsional strains are also very often in evidence, due 
to untrue alinement of holes, and thus we obtain, from the 
first day in service, forces bordering on dangerous fatigue of 
the metal. However, premature or early breakage is often 
directly due to impure metal or metal not sufficiently cohesive 
to long endure the frequent reversal of forces. It is quite evi- 
dent that to obtain reasonabie endurance, iron suitable for 
stay-bolts must receive special attention in manufacture. 

The attention of the writer was called to the use of hollow 
stay-bolts. The bars from which these bolts are made have a 
central hole formed by being rolled in the center. This prac- 
tice assures solidity, increases tensile strength and high elas- 
ticity of the metal and prevents any possible defective welds, 
all being qualities necessary to endurance in stay-bolt service. 

The great endurance shown by the hollow stay-bolts is at- 
tributed to several causes. The method of rolling, both at the 
center and outside of the bars, creates a substantial unity of 
the metal, assures freedom from improper welds, the pure and 
high quality of the metal, forming the base from which the bars 
are rolled, tends to both strength and elasticity, the very quali- 
ties required to endure continued reversal of strains longer 
than iron manufactured under ordinary methods. 

It is well known that the strength of wrought iron de- 
creases after reaching 350 degrees F. Moderately high fire- 
box temperatures cause solid stay-bolts to reach the deprecia- 
tive heat, this being one of the causes which shorten their life. 
With the hollow stay-bolts in service, a streamlet of cool air 
passes through each bolt to the furnace, thus holding the metal 
at a lower temperature, rendering both strength and endurance 
that cannot be obtained with the use of the highest possible 
grade of iron in the solid stay-bolt. The greater endurance of 
the inner ends of the hollow bolts as compared to the solid is 


* Abstracted from The Boiler Maker. 


168 


International Marine Engineering 


APRIL, 1908. 


very noticeable. This is due to the in-rushing oxygen through 
the hole, cooling the ends of the bolts and reducing the waste 
of the iron, due to the high heat of the fire. 

Hollow stays, with both ends open, will never stop up, as 
the current of air passing through them always keeps the 
holes free from sediment. Furthermore, the hollow bolt saves 
material and time in application and renewals, and also pre- 
vents injury to sheets in-making renewals, as the operator has 
a central hole for his drill to follow. Joun Hickey. 


A Novel Dredge Director. 


One of the greatest difficulties experienced in operating 
hydraulic dredges, where a specific cross-section of excavation 
is desired, is the inability of the dredge operator to know the 
exact location of the cutter, as regards the outline of the de- 
sired excavation, the cutter being concealed from the operator 
by the non-transparency of the water. Without going into the 
various methods now employed to keep the cutter within 
bounds of the desired cross-section of excavation, a descrip- 
tion will be of interest of a simple machine which has recently 
been designed,* by means of which the operator of a hydraulic 
dredge of the spud and swinging type can so control the move- 
ments of the dredge as to produce a cross-section of exca- 
vation of any desired shape, which will be entirely within a 
liberal interpretation of the specifications. 

In cases where the question is one of so many feet depth of 
water between certain lines, as in harbor or channel work; 
or in the reclaiming of land, where it is a case of filling rather 
than that of excavating; the exact shape of the cross-section 
of excavation is not of so much importance. But in canal or 
inland waterway work, where it is especially desired to ex- 
cavate to a certain standard of cross-section, the problem of so 
doing with hydraulic dredges becomes of considerable im- 
portance, and past experience has shown it to be a difficult 
problem to obtain satisfactory results with the present methods 
of operating such dredges. It is to meet just such a problem 
that the machine herein described was designed. 

The machine consists of a device whereby the exact location 
of the cutter of a hydraulic dredge, as regards the standard 
outline of desired excavation, is indicated on a diagram placed 
in plain sight of the operator or leverman. 

It consists of four essential parts: 

(a) A differential drum located upon the “A” frame of a 
hydraulic dredge, at a certain determined point. 

(b) A diagram table upon which is drawn the outline of the 
desired excavation, and over which runs a tracing point, moy- 
able in two directions at right angles to each other, located 
within plain sight of the-leverman or operator. 

(c) A vertical shaft with a quadrant secured thereto, with 
a horizontal sighting bar at its upper end, located at the neu- 
tral pivoting point of the dredge, on its center line. A circular 
platform is so located as regards the sighting bar that a man 
can walk back and forth over same, and, at the same time, by 
taking hold of a handle at the after end of said bar, rotate the 
vertical shaft as necessary in the swinging of the dredge on 
its spuds. 

(d) Various wires, shafting or other means for properly 
connecting the above three parts together, so as to make them 
all work in-unison. 

The parts are designed so as to be in synchronism with each 
other, and to so work as to cause the tracing point to move 
over the diagram in exactly the same manner as the cutter 
moves over the cross-section of the excavation. 

The differential drum E on the “A” frame is connected to 
the ladder (4) by means of one wire (B), and to the tracing 
point (G) by another wire (F). There are two counter 


* United States patent, Feb. 18, 1908. 


weights (H and J), so arranged as to keep these two wires in 
constant tension. Thus any raising or lowering of the cutter 
or its ladder will cause the tracing point to travel across the 
diagram in a line parallel with the center line of the dredge, 
and thus afford. means for the operator to know at each in- 
stant the exact location of his cutter, so far as the depth of 
excavation is considered. 

The quadrant (L) aft is connected by means of the two 
wires (L’) to the tracing point, one running on each side of 


LPLLTLTLLISELTLTILLLLLSLELTEPSPL LEEDS 


SLL TLS LL LILY LPTLTLYLYLSLLSL LIT LS STL LLLPLLSLLLESTDLSODUDLTTELLLLLLSLLSLLOLTLLILELSPCLLLLLUDUTULTLESLTL IESE LL ELLE LY 


ddl 


Zz 


Che 


Wd 


r 
S 


ichaasacdsndddaciidaaiiigriguddiddlddidddidddaldddadddddddlgiLlgliLldddddddd 


SLLLLYLYSSLLLLLLLSYLLLS AP SLELSSSLSSSSLSS SALA 


Wd 


V7 


LLLSLSA. 
LLLLLLLLSLLLSS LLY SSTLSL SAL SSS TEE 


Zu 


DIAGRAM OF THE OBSERVATION TABLE. 


the dredge, like the tiller ropes in a small steamer. Thus any 
angular rotation of the vertical shaft will cause the tracing 
point to travel across the diagram at right angles to the center 
line of the dredge, and thus afford means for the operator to 
know the exact location of his cutter, as regards the lateral 
outline of excavation. 

In operating this machine the one essential feature is that the 
man on the platform at the sighting lever aft shall always 
keep the sighting bar pointed towards a stake or other mark 
(a?) located on the center line of excavation, some distance 
ahead of the dredge. This being strictly done, as the operator 
swings the dredge back and forth over the excavation, the 
quadrant will remain fixed, as far as the center line of exca- 
vation is concerned; and, the dredge swinging under it (as it 


APRIL, 1908. 


International Marine Engineering 


169 


i 


were), the tracing point will travel across the diagram in ex- 
actly the same way as the cutter travels across the actual 
cross-section of excavation. At the same instant that the 
cutter. reaches the lateral limits of excavation, the tracing 
point will have reached the outline of the excavation, as shown 
by the diagram, and the operator will thus know that he has 
reached the limit of his swing for the draft at which his cutter 
is set. He will then swing the other way, this operation being 
repeated for every foot or so of draft or depth of excavation. 
Knowing thus the depths at which the cutter is operating, and 
when he has reached the limit of swing for each foot of draft, 
the operator of the dredge will be able to produce resulting 


about a center at E and trace waterlines as shown. Various 


auxiliary devices for securing the greatest possible accuracy 
of operation are incorporated in the design. 


PLAN OF DREDGE WITH DIRECTOR FITTED. 


AN Whi: OA. 


' 
EUERL LEE Tu 


PROFILE OF DREDGE FITTED WITH DIRECTOR FOR LOCATING EXACT CONTOUR OF CUT. 


cross-sections of excavation well within a liberal interpre- 
tation of the specifications. 

Full provisions are made for taking up any slack in the 
wires, due to changes in temperature or other causes, as well 
as taking care of any changes of trim in the dredge, or any 
change in depth of water, due to a rise or fall of the tide, or 
other causes. By means of an electrical attachment, a bell is 
caused to ring in the pilot house when the dredge has reached 
the limits of its swing for each foot of draft at which the 
cutter is set. 

While the above is the simplest form in which it is pro- 
posed to install such a machine, it will be possible to have the 
lateral movement of the tracing point controlled by means of 
a gyroscope located near the forward part of the dredge, by 
means of which the inability of seeing the range marks in 
foggy weather may be overcome. 

The curvature of the waterlines on the table takes account 
of the sensible curvature obtained by swinging the line F from 
one bank of the excavation to the other without altering the 
depth of the cutter head. In this case this wire would swing 


Shipping of the United Kingdom. 


Lloyd’s Register reports a total addition to the register of 
the United Kingdom during 1907 of 918 steam vessels aggre- 
gating 1,249,515 gross tons, this being the largest figure, with 
the exception of 1906, for any year under review. There were 
removed from the register of the United Kingdom as lost, 
broken up or sold 425 steam vessels aggregating 531,812 gross 
tons. This leaves a net addition of 493 vessels of 717,703 tons, 
this latter figure being the largest for any year except 1902 and 
1906. On the last of the year there were 11,400 steamers 
aggregating 16,501,427 gross tons on the register of the United 
Kingdom. It will be noted that the average addition was of 
1,360 tons, while the average deduction was of 1,251 tons, this 
indicating a slight increase in the average size of ships on the 
register. 

During the same year there were added to the sailing tonnage 
of the United Kingdom 287 vessels of 28,599 gross tons, this 
latter figure being the lowest in ten years with the exception 
of 1905 and 1906. Deductions from the sail tonnage accounted 


170 


International Marine Engineering 


APRIL, 1908. 


for 484 vessels and 128,432 tons, this figure being the lowest 
in ten years except for 1902, 1903 and 1904. The net balance 
was a deduction of 197 vessels and of 99,833 tons. The sailing 
tonnage at the end of the year was represented by 9,660 
vessels and 1,575,379 gross tons. This makes the total mer- 
chant marine of Britain 21,060 vessels and 18,076,806 gross 
tons. 

During the ten years from 1888 to 1907, inclusive, every year 
saw a net addition to both the number and the tonnage of 
steamers; every year saw a net deduction from both the num- 
ber and the tonnage of sailing vessels; every year saw a net 
addition to the total tonnage of all vessels; every year, except 
the first three, showed a net addition to the total number of 
vessels. It may be remarked that in the ten years under 
review the net additions of steamers amounted to 2,828 ves- 
sels, and 6,077,584 tons; the net deductions of sailing vessels 
amounted to 2,231 vessels and 1,179,944 tons, while the total 
net additions amounted to 597 vessels and 4,897,640 tons. This 
indicates that at the end of 1897 there were included in the 
merchant marine of the British Isles 8,372 steam vessels and 
10,423,843 gross tons, and 11,891 sailing vessels and 2,755,323 
gross tons. This makes a total of 20,263 vessels and 13,179,166 
tons. 

The present figures show a very marked increase, the num- 
ber of steamers having been augmented by 33.8 percent; of 
sailing vessels decreased by 18.8 percent, and the total in- 
creased by 2.95 percent. The steam tonnage has been increased 
by 58.3 percent, the sailing tonnage decreased by 42.8 percent, 
and the total tonnage increased by 37.2 percent. The average 
size of steam vessels at the end of 1897 was 1,243 tons; in 
1907 it was 1,448 tons. The average size of sailing vessels at 
the end of 1897 was 232 tons; at the end of 1907 it was 163 
tons. The average size of all the ships in 1897 was 650 tons; 
in 1907 it was 859 tons. 


Speed in Battleship Construction.* 


BY LIEUTENANT A. C. DEWAR, R. N. 


For tactical purposes a 3-knot superiority is useful; for 
strategical purposes, 2 to 3 knots. The question will be ex- 
amined from a constructional point of view. Speed may be 
obtained by increasing the horsepower, by decreasing the re- 
sistance (as in improved lines), or by increasing the per- 
centage of effective horsepower (e. g., by improved propeller 
design). 

The horsepower required varies approximately as the cube 
of the speed. At a certain point the curve of horsepower and 
speed begins to steepen abnormally, and it is uneconomical to 
supply horsepower beyond this point. The critical speed for 
a battleship of the King Edward VII. type, beyond which the 
resistance begins to increase rapidly, is about 17% knots. Thus 
the last knot in the New Zealand absorbs 20 percent of the total 
horsepower, and as machinery weight and space vary more or 
less directly as the horsepower, an increase of 20 percent horse- 
power means a one-fifth increase in boiler-room length, with 
increased weight of hull and armored belt. Beyond the point 
at which the horsepower curve begins to steepen rapidly, the 
increments of power required for additional speed are so 
great as to practically break up a vessel’s design. Thus in 
the Lord Nelson the curve steepens at 18 knots, and an addi- 
tional knot would require a total of 24,500 horsepower, or an 
increase of 45 percent, while the space required would be 
impracticable on present dimensions; for 20 knots the horse- 
power required would be 37,000, or an increase of over 100 
percent. ’ 

If a ship is built with good lines, it requires less horsepower 
to obtain its speed, and to attain this, model vessels exactly 


* The United Service Magazine. 


shaped to a variety of lines by an ingenious tool are run in an 
experimental tank; the power required is very delicately 
measured, and the lines which offer least resistance selected. 
There is also a certain favorable draft to obtain the utmost 
speed. For a 16,000-ton ship the most favorable draft is 27.1 
feet for 19 knots, and 26.5 feet for 18 knots. An increase in 
speed can also be sometimes obtained by utilizing non-effec- 
tive horsepower; at present only about 45 percent of indicated 
horsepower is actually effective, 15 to 25 percent being lost 
between the propeller and the water. A change in the pro- 
peller blades of the Drake and County classes resulted in an 
increase of 34 knot in speed. 

Increased indicated horsepower can also be obtained by 
higher pressure or increase of revolutions; thus, in the 
Triumph and Swiftsure, a large saving of weight and higher 


‘speed is obtained by designing the engines for an increased 


rate of revolutions. The revolutions are 157 against the Dun- 
can’s 124, giving 14.1 horsepower per ton of machinery against 
the Duncan’s 11, and 20 knots against the Duncan’s I9, at the ~ 
expense of greater wear and tear, and possibly a greater like- 
lihood to breakdown. 

Improved boilers also give higher pressure and horsepower 
for less weight. Thus the Hyacinth, a cruiser of the same 
type as the Juno (which had cylindrical boilers), gained 2 
knots in speed and saved sufficient weight to replace the Juno’s 
4.7-inch guns by 6-inch by the use of watertube boilers. In the 
King Edward VII., on the contrary, the adoption of a com- 
bined boiler system (fourteen Babcock & Wilcox and six cyl- 
indrical) involved an increase of 150 tons in weight, and the 
lower pressure required larger cylinders and more space. 

The weight required to obtain the last knot in various de- 
signs varies in different vessels. The Drake’s last knot cost 
500 tons in weight, corresponding to about 2,000 in displace- 
ment. The Renan obtained 1 knot extra with an increase of 
1,100 tons and the removal of four 16.4cm. (6.4-inch) guns. 
In the Idaho class 1 knot extra for a 17-knot battleship in- 
volved an increase of machinery weight of 570 tons, which, 
with increased length of hull and armored belt, would mean 
an increased displacement of about 2,500 tons. The Good 
Hope required 7oo tons to get her last knot; and in the 
République an increase of 1 knot would mean an increase in 
displacement of 1,000 tons. 

An analysis of the extra displacement required to increase 
the speed from 18 to 19 knots in the Charles Martel (11,700 
tons, 14,500 horsepower) is as follows: 


Tons 
IMGEASS ih MAO MIASAY GEILE 50000000 0000000 230 
IkEREAGS son Iona GHSIEMES coo 000000000000 5000000 310 
IGNSEASS th ATTA? THAME. oo ccccon0ac000c000000 FeO) 
ISRO it CGowll WHEN cocococococccc00ceccvas ©) 
1,000 


—an increase of 230 tons in machinery, necessitating an in- 
crease of 1,000 tons, or 4.4 times its own weight, in displace- 
ment. 

Up to the introduction of turbines in the Dreadnought, the 
speed of battleships has varied between 17% and ‘19 knots. 
The normal, or what may be termed the representative, speed 
with reciprocating engines has oscillated 14 knot on each side 
of 18. The King Edward VII. obtained % knot lower speed 
and four additional 9.2-inch guns with an increased displace- 
ment of 2,350 tons. The Lord Nelson obtained ten 9.2-inch 
instead of twelve 6-inch guns, and an additional 1 inch on her 
belt, by a decrease of % knot and an increased displacement 
of 2,500 tons. The trend, then, has been towards an increase 
of armament rather than an increase of speed. The Duncan’s 
19 knots was obtained only at a very considerable sacrifice of 
protection. Similarly in German and French types, speed has 


APRIL, 1908. 


remained practically stationary at 18 knots, and armament has 
gradually increased. In American ships speed has varied from 
17 to 19 knots, while very heavy armaments have been 
mounted. Thus the Connecticut, with 18 knots, carries four 
12-inch, eight 8-inch, and twelve 7-inch, against the King 
Edward VII. (18%4 knots) four 12-inch, four 9.2 and ten 
6-inch, by saving in— 


Tons. 
Machin enystercetiyactce acters crise erisckocise erst Seles OOO 
ATI OTe cleric harea clea Sens slora oed halen pees SAOSEbE 285 
(Coal aces recotee heer oT heya Mee Stag ana tas 80 
LUT G Mieetseractaoctet on eo yea oe ale alelele Meayere tate sano AO) 


The Connecticut, with less speed and less machinery, can 
afford to be shorter by 25 feet, and so saves considerably in 
hull weight and armor. Speed, then, in the last decade has 
Temained practically stationary, and the reason has already 
been given—with reciprocating engines and average displace- 
ment, any increase beyond the representative speed of 18 
knots called for excessive sacrifices. To give the Lord Nel- 
son a speed of 21 knots would have necessitated an increase of 
about 1,100 tons in machinery, which would mean a displace- 
ment of nearly 20,000 tons, or an increase of 3,000 tons. 

The introduction of the turbine, however, broke down these 
limitations. A speed increase of 3 knots, better armament, 
protection, and radius of action were possible with an increase 
in displacement of 1,500 tons and an additional cost of £300,000 
($1,460,000). It is important then to distinguish the position 
‘of the turbine in the present controversy over speed. The 
original line of increased armament has been followed, com- 
bined with an increase of speed rendered possible by the use 
‘of turbines. 

The introduction of the turbine has caused a sudden rise in 
‘speed compared with the older type of battleship; but, when its 
use becomes general, speed will probably again reach an eco- 
nomical limit, oscillating a knot or so on either side, and 
strategical and tactical requirements will again have to sub- 
ordinate themselves to constructional limitations. To in- 
‘crease displacement by 3,000 tons and cost by about £300,000 
simply to obtain 3 knots more speed would be inadvisable, but 
it is a sound policy to increase the displacement by 1,500 tons, 
if by so doing a decided improvement is gained, not only in 
speed but in protection, radius of action and armament. 

Criticisms on the Dreadnought armament* must not be con- 
fused with the speed question. The only factor to be con- 
sidered relative to speed is the percentage of the total dis- 
placement allotted to armament; the nature of the armament 
does not affect the question. In the Braunschweig, armament 
amounts to 11.3 percent of the displacement; in the République, 
11.3; in the Formidable, 10.9; in the Lord Nelson, 19; in the 
King Edward VII., 14.5; and in the Dreadnought, about 14.8 
percent. It is clear, then, that armament has not been sacri- 
ficed to speed. Greater armament and greater displacement 
has been the trend of battleship evolution, and the Dread- 
nought does not depart from this principle, but in her case the 
representative speed has been increased to 21 knots by the 
use of turbines. 

Turbines and oil fuel also mean a smaller engine-room staff 
and an easier maintenance of speed, though the expense of the 
latter is a drawback, being 0.45d. (0.91 cent) per indicated 
horsepower against 0.18d. (0.36 cent) for coal. Oil, too, has 
a very important bearing on radius of action, for not only is 
its calorific value greater than coal for equal quantities, but a 
greater quantity can be stowed in the same space. If 2,000 
tons of coal will drive a ship 2,000 miles (approximately), 
2,000 tons of oil, having greater fuel energy in the proportion 
of five to four, would suffice for 2,500 miles; but the stowage 


*Some artillerists prefer the Lord Nelson’s armament—a combination 
oy eas and 9.2-inch; the retention of the 6-inch is advocated by 
others. 


International Marine Engineering 


171 


space required for 2,000 tons of coal would stow 2,300 tons of 
oil, which would suffice for 2,840 miles, or a radius of action 
increased 42 percent by the use of oil. 

Oil fuel can also be supplied much more easily and regu- 
larly to the boilers, and so speed can be better and more eco- 
nomically maintained. In the race of the first cruiser squad- 
ron from New York to Gibraltar, the speed dropped from 21 
knots to 18 knots immediately the reserve bunkers began to be 
used, which might have an important strategical bearing, and 
which is avoided by the use of oil. Fueling at sea, too, would 
be much easier and safer, as no glaring lights would be neces- 
sary, and the ship could be ready for action in a quarter of 
an hour. This is impossible when coaling with Temperley’s, 
and the old-fashioned coaling will always remain a risky oper- 
ation within 150 miles of an energetic enemy’s coast. The 
smoke difficulty with oil is now almost entirely overcome; the 
Diirr system with Texas oil produces less smoke than Welsh 
coal. 

Watertube boilers have also a strategical value, as steam 
can be raised very rapidly. A ship steaming at Io knots with 
four boilers alight could increase to full speed with twenty 
boilers in 1% hours. To achieve the same result with cylin- 
drical boilers, all boilers would have to be kept banked, which 
would mean an extra coal consumption of 60 to 80 tons per 
diem in a battleship. These advantages are less heard of, but 
are none the less very material, and they are combined in our 
later types of ships. With regard to cost, the figures per ton 
for a modern ship are approximately— 


Upkeep Per Annual Triennial 
First Cost Annum. Repair. Refit. 
Cost per ton...... £05 £5.4 e331 £4 
$462 $26.25 $5.00 $19.50 


One knot in speed may be taken as representing 1,000 tons 
displacement, and therefore involves an additional first cost’ 
of about £95,000 ($462,000) and an annual charge of £7,700 
($37,500). Three knots of speed, then, would mean an in- 
creased first cost of about £285,000 ($1,385,000) with an 
annual charge of £23,000 ($112,000). If the faster ship costs 
1.8 millions ($8,750,000), the slower would cost 1.5 millions 
($7,300,000), and six slow ships would correspond financially 
to five fast. Assuming that the armament of slow and fast is 
equal, the fleet fire volume of six slow would be 20 percent 
greater than of five fast, but this would perhaps just compen- 
sate for the inferior speed. Financially and tactically the two 
fleets would be on a par, but in forcing or evading action, the 
faster fleet would, of course, have a great advantage, not the 
least being the ability of its units to go to and fro unescorted. 

As a matter of fact, in the Dreadnought, 3 knots greater 
speed is combined with a slightly heavier armament. If the 
rate of fire per minute at long range be taken as two for a 12- 
inch and three for a 9.2-inch, the Lord Nelson throws a broad- 
side of 12,400 pounds per minute, against the Dreadnought 
13,600; six Lord Nelsons would cost the same as five Dread- 
noughts and would have a fire volume superiority of only 85 
percent, which would not counterbalance three knots speed in- 
feriority. Financially, then, a fleet of Dreadnoughts compares 
favorably with one of Lord Nelsons, and though the financial 
risk from submarines and mines is greater, the larger ship is 
also less easily disabled. 

Any comparison of features complementary to one another 
is so dependent on circumstances, that no dogmatic conclusion 
can be arrived at. The relative value of the heart and lungs, 
of man and woman, of intelligence and physique, cannot be 
defined in figures. One factor, however, is usually dominant, 
and the great majority of captains, if asked to choose between 
2 knots in speed and two 12-inch guns, would choose the guns. 
Armament is the first consideration in a battleship, and if it is 
essential to bring the enemy’s fleet to action, for every eight 


International Marine Engineering 


APRIL, 1908. 


battleships built, a fleet of three battle cruisers should be pro- 
vided. A difficulty in the way of providing heavier armament 
is the enormous length of our guns, which really require as 
great a hull length (and therefore additional hull and armor 
weight) as speed. The matter might be greatly simplified by 
using a shorter and stronger gun with heavier charge, but 
that again would require heavier and stronger mountings. 

In any case, arguments against large battleships cannot be 
based on historical records. Railway managers do not base 
their traffic sheets on coaching records, and there is as much 
difference between a modern battleship and a sailing vessel as 
between a locomotive and a stage coach. Yet a competent 
naval writer has actually based an argument against the 
Dreadnought on the number of seventy, eighty and. one- 
hundred-gun ships in the post-Napoleonic period. This.is a 
good instance of a fallacious study of history. The large sail- 
ing ship was unpopular because it was slow, clumsy, and 
sagged to leeward; the large modern ship is faster than the 
small and just as handy; the large sailing ship was superior 
only in number, not in size of guns, which had no greater 
range than those of a seventy-four. The large modern ship 
carries heavier metal with greater range, and its size is a con- 
sequence as much of its speed and protection (a factor en- 
tirely absent from wooden construction) as of its gunpower. 

The real arguments against large ships are the necessity of 
large docks, greater cost, and increased loss in event of acci- 
dent, but these arguments have not prevented a gradual in- 
crease in the size of all battleships. 

The whole problem can be summed up in a few words— 
armamentis essential and speed is necessary, and the only 
solution is increased displacement. The question is continu- 
ally asked, “What limit is there to the size of these mam- 
moths?” The same question may be asked of Atlantic liners 
(which are nearly twice the size of our largest battleships) or 
sky-scraping hotels—no precise limit can be laid down. It 
depends on the progress of mechanical science and inter- 
national competition, on the one hand, and financial policy on 
the other. The Dreadnought type gives distinct advantages, 
which, of course, have to be paid for. 


Electrical Equipment of the Steamship Momus. 


It is a well-known fact that on board ship, where every inch 
of space counts, all generating apparatus, whatever its nature, 
must above all possess the feature of compactness. -To no 
other part of the generating apparatus does this apply with 
more force than to the generating sets for electric light and 
power. The space usually reserved for the electrical apparatus 
is always comparatively small, and at times totally inadequate 
for the proper handling of the apparatus. It is, therefore, not 
surprising that marine engineers are always eager to adopt any 
type of generating set that embodies compactness, with the 
ability to give reliable and satisfactory operation with mini- 
mum attention. A noteworthy example of a modern marine 
generating plant is found on board the steamship Momus, 
built for the Southern Pacific Company, of New York, by 
William Cramp & Sons, of Philadelphia. 

The generating units consist of two 75-kilowatt, 110-volt 
direct-current generators, direct connected by means of flexible 
couplings to Curtis steam turbines of the horizontal type, re- 
volving at a speed of 2,400 revolutions per minute. Each tur- 
bine is of the two-stage condensing type. each stage having 
two bucket wheels and one set of intermediate or fixed buckets. 
The turbines and generators are each equipped with two 
bearings, and each set is assembled on a rigid bed-plate cast in 
one piece. 

The generators are of the four-pole compound-wound type, 
and of the latest and most improved General Electric design. 


TWO CURTIS-GENERAL ELECTRIC TURBO-GENERATORS. 


On account of the high speed, the commutators are of the 
shrink ring construction, the segments being held firmly in 
place by steel rings shrunk on the commutator and insulated 
therefrom by mica bands of suitable thickness. Specially 
treated carbon brushes eliminate commutator troubles and re- 
duce brush friction to a minimum. 

With 250 pounds steam pressure, 28 inches of vacuum and 
100 degrees F. superheat, the steam consumption per hour at 
full load is 24.5 pounds per kilowatt, delivered at the generator 
terminals, assuming the generator efficiency at 90 percent. 
This figure is equivalent to about 16.5 pounds per brake-horse- 
power under the conditions given. 

The high speed of operation makes the question of lubrica- 
tion a very interesting one. All working parts of the valve 
gear, including the oil reservoir on the hollow governor lever, 
are oiled by hand. The main bearings are furnished with oil 
under pressure from an oil pump on the end of the generator 
shaft. All four pillow blocks are provided with auxiliary oil 
wells and rings. The bearings are of the self-alining, ball- 
seated, babbitt-lined type, made in halves. Notwithstanding 
the high speed, no vibration is noticeable when these sets are 
running under full load. 

A t0-kilowatt generating set, consisting of a General Electric 
marine-type 110-volt generator, direct connected to a single 
cylinder engine of the same make, furnishes power for the 
ordinary day load of the vessel when at sea, and is also used 
when the vessel is discharging cargo at the docks. 

The switchboard is constructed of white marble, and con- 
sists of three panels; the outside panels being for the 75- 
kilowatt sets, while the inside panel is for the 1o-kilowatt set. 
The switchboard is equipped with the necessary instruments, 
and the connections are so arranged that the 75-kilowatt sets 


i fh | 
I ee os 22 pigs ET a 


and 


San an a 


th 


ep 


THE MAIN DISTRIBUTING SWITCHBOARD. 


APRIL, 1908. 


International Marine Engineering 


173 


may be run in parallel, and any circuit may be connected to any 
set. 

This vessel is equipped with a 24-inch General Electric 
searchlight, with pilothouse control. The light is installed on 
top of the pilothouse, and projects a beam of light of suf- 
ficient intensity to render plainly discernible, on a clear, dark 


THE SEARCHLIGHT. 


night, a light colored object 10 by 20 feet in size, at a distance 
of not less than 5,000 yards. This lamp is of the horizontal 
carbon type, and is designed for both hand and automatic feed. 

Besides furnishing power for light, the generating sets supply 
current for the electric heating system, ventilating fans and 
numerous small motors driving dish-washing machines, ice 
cream freezers, etc. The electric heaters, of which there are 
175, were designed especially for this installation by the Gen- 
eral Electric Company. The use of electric heaters was a 
rather bold and unprecedented departure from the regular 
practice of steam heating, but up to the present time the opera- 
tion has been entirely satisfactory. 


A New Method for the Purification of Water.* 


With the advancing development of the industrial arts, com- 
petition also becomes continually sharper, so that the manu- 
facturer is compelled—as much as circumstances permit—to 
take advantage of the tireless progress of the technical arts. 
It is not long since one contented himself, fatalistically, with 
ignoring all the disadvantages which bad feed-water caused 
in the operation of the steam boiler, or hard and muddy water 
brought about in manufacturing operations. 

Twenty-five years ago there were few manufactories which 
softened and cleared the feed-water for the steam boiler. 
When this was done, it was effected principally through large 
receptacles, which were filled with the water to be treated, and 
into which were introduced soda and lime-milk or caustic 
soda, or soda alone, together with a considerable pre-warming. 
The mixture was stirred, and, for the sake of the chemical re- 
action and clearing, left standing for a considerable time, and 
then the softened and cleared water drawn off. Other so- 
called anti-scale means, operating chemically or mechanically, 
and which were directly introduced into the boilers, have al- 
ready had their true values proved and their analysis pub- 
lished. 

Up to the present time, carbonate of soda, caustic lime and 
caustic soda have shown themselves the best suited, and the 
cheapest means for the transformation of the dissolved scale- 
forming lime and magnesium salts; and these have come al- 
most exclusively into use. Since the introduction of con- 
tinuously and automatically operating apparatus, the practice 


* Translated from Maschinen. und Metallindustrie-Zeitung. 


has passed from the primitive purification in large receptacles, 


which requires great attention and a great deal of room be- 
sides being expensive, so that now only the former method is 
in use. The knowledge among possessors of boilers that a ra- 
tional method for the purification of water is of very great ad- 
vantage has induced many firms fo build water purifiers. 

Now, although pretty much every one of these firms has 
been more or less successful in providing its especial equip- 
ment with new and, for the most part, patented devices, which, 
in comparison with the apparatus of other works, are said to 
have brought about a better mixing and a more economical 
consumption of the chemicals, or a rapid removal of the 
precipitated sludge, nevertheless it can not be maintained that 
one or another of the systems has succeeded, on the basis of 
these novelties, in driving the remainder off the market, or in 
making itself the only ruling system. The reason for this is 
that, on the one hand, with every apparatus, even of the older 
process, a sufficiently good and cheap purification may be se- 
cured, in so far as that apparatus conforms merely to the 
general conditions of construction relating to the art of water 
purification; while, on the other hand, certain evil effects, 
called forth by the purification and growing out of the chem- 
ical occurrences, are not removed even through the later 
devices. 

With the process, hitherto customary, in the use of calcined 
and caustic soda separately, or in combination with each other 
or with caustic lime, the salts remaining pass into the boilers. 
In order that these may not reach too strong a degree of con- 
centration, the boiler water must be, now arid again, drawn off 
and replaced by fresh water. The exudations of sulphate of 
soda at the fittings and rivet holes are an unpleasant incident, 
which, up to the present, has had to be reckoned with. A real 
advance in the province of the art of water purification is, 
therefore, scarcely to be expected, so long as one limits him- 
self to altering the apparatus in form of construction, or even 
to improving it, but retains in other respects the former pro- 
cedure. 

Among those who are concerned with this department, a 
new process of water purification by means of carbonate of 
baryta, by virtue of which the above-mentioned evils are 
avoided, has, therefore, awakened considerable attention. 
This rests upon the fact that the finely pulverized carbonate 
of baryta transposes itself very energetically with the sulphate 
of lime contained in the water, and in such manner that sul- 
phate of baryta and carbonate of lime are formed, both of 
which are insoluble in water and, on that account, are pre- 
cipitated as sludge. Thus the very important phenomenon 
comes to light—that not only the sulphate of lime, which was 
dissolved in the water before its purification, and which ap- 
pears in the boiler as a scale former, is precipitated, but also 
the chemicals occasioning its precipitation. For this purpose 
it is requisite that a corresponding and sufficiently large mass 
of carbonate of baryta be present, through which the water to 
be purified is passed. To accomplish this it is added in pul- 
verized form, and in considerable excess—in most cases suf- 
ficient for several months—and thus without mixing. 

This is carried on in the receptacle for reactions and clarifi- 
cation belonging to the apparatus constructed for this process. 
In the lower conical part of this the water to be purified enters 
by fits and starts. By this means is brought about a continu- 
ally renewed whirling up of the baryta, and the sulphuric acid 
contained in the water is completely bound by it. In the upper 
part of the purifier the water passes through a filter, in which 
all the sludge particles which may have been carried along are 
retained. These are, from time to time, washed back into the 
bath of baryta—for one thing to avoid the loss of baryta and 
for another to cleanse the filter. In order to free the water 
from carbonates, caustic soda is employed, which is dissolved 


174 International Marine Engineering 


in a continuously-operating Dervaux lime saturator, and led to 
the reaction receptacle, } 

In connection with the devices already’ carried out, and 
which have been in operation for two years, for this kind of 
water, it has become manifest that a renewal of the carbonate 
of baryta, according to the hardness of the water, is necessary 
only every one to four weeks. The drawing off of the sludge, 
on the contrary, need be carried out at most only every three 
months. The current expense is frequently less—but usually 
not higher, or but slightly higher—than with the soda-lime 
process. But if one takes into consideration the advantages 
of the new process, then this slight increase in cost vanishes. 
For since, with the tranformation of the sulphates, none re- 
mains in solution, even the troublesome exudation of sulphate 
of soda ceases, which (if allowed to continue) causes not 
merely the ruin of the fittings but also other evils—as, for 
instance, increase of the specific gravity of the boiler water, 
and increase of the boiling point, resulting in a reduction of a 
saving of fuel. Extremely hard water cannot be softened 
through treatment by means of carbonate of soda, apart from 
excess of the same, and very considerable prewarming, to the 
extent that it passes on without an after-reaction in the 
boiler as well as on the way to it. And so deposits are made 
in the piping, prewarmer and injector. These cannot arise 
with the purification by means of baryta any more than can 
foaming of the boiler water, which, especially in locomotives, 
is so important on account of the so-called “spitting.” 

In the case of the presence of corroding substances in the 
water—for instance, chloride of magnesium, which is not 
present in all waters and, for the most part, only in exceed- 
ingly small quantities, and upon which baryta exercises no 
influence—a breaking up of the chloride of magnesium into 
magnesium hydrate and common salt is brought about by the 
addition of suitable chemicals. It is thereby made completely 
harmless, so that no corrosion can arise. It may be added 
that carbonate of baryta cannot be applied in the place of the 


the purification of the water. 
every sort can easily be modified for this purpose. 
process is patented. 


APRIL, 1908. _ 


carbonate of soda without further ado, but that there is needed 
for this purpose an especial arrangement in the apparatus for 


STARTING SIDE OF ONE OF THE TRIPLE-EXPANSION ENGINES OF CUBATAO. 


But water purifiers of almost 
The new 


THE TWIN-SCREW STEAMER CUBATAO ON TRIAL TRIP. yt 


AprIL, 1908. 


International Marine Engineering 


175 


BACK SIDE OF TRIPLE-EXPANSION ENGINE OF CUBATAO. 


The Steamship Cubatao. 


On Oct. 21, 1907, Craig, Taylor & Co., Ltd., launched from 
their yard, at Thornaby-on-Tees, a handsomely modeled twin- 
screw steamer of the following dimensions: Length, 286 feet; 
beam, 44 feet 9 inches; depth, 17 feet 6 inches. She is designed 
to suit the special trade of the Lloyd Brazileiro, and is of the 
single deck type, with deckhouses amidships and forecastle 
forward. She was built under special survey to class with the 
British Corporation. The vessel has double bottom for water 
ballast in the holds, and has also water ballast in the peaks. 

The machinery was constructed by Blair & Co., Ltd., Stock- 
ton-on-Tees, and consists of two triple expansion engines, 
with cylinders 14, 22 and 37 inches in diameter and a piston 


stroke of 24 inches. These are supplied with steam by two 
large steel boilers working at 185 pounds pressure per square 
inch. The vessel has Vicker’s stern tube appliances. 

She is fitted with vertical steam windlass with quick warp- 
ing ends by Clarke, Chapman & Co.; Hastie’s Wilson-Pirrie 
steam steering gear, placed in house aft, and worked from 
bridge amidships by telemotor; eight steam winches; double 
derricks for rapid loading and discharging, with gins and 
blocks having Reid’s patent sheaves; Clayton fire and disin- 
fecting machinery; electric light by Siemens Brothers, and all 
modern improvements for a first class cargo steamer for the 
Brazilian trade, including Waile’s-Dove’s bitumastic enamel to 
the tanks, Christie’s sparring cleats, litosilo to cabins, Hos- 
kin’s beds, and lifeboats with Mills’ disengaging gear. 


. 


A New Transfer Towboat. 


Transfer No. 21, built to the order of the New England 
Steamship Company by the Fore River Shipbuilding Company, 
of Quincy, Mass., is a single screw towboat of the following 
dimensions : 


III feet 10% inches 
26 feet 
14 feet 6 inches 


Length between perpendiculars......... 
Breadthmmoldedmenepereercerccce cece 
Depthymold cedure rereysccss sects crake eke 


In design and general appearance she is similar to existing 
towboats of the owners’ fleet, having a towboat stern and 
round-up stem, with one smokestack and one signal mast. A 
steel deck house has been built on the main deck, and extends 
for about three-fourths of the vessel’s length amidships, which 
in addition to inclosing the engine and boiler hatches, has ac- 
commodations and mess room for the crew in the afterpart 
and the powerful wrecking pumps in the forepart. On top of 
this house is a wood erection inclosing pilot house and direc- 
tors’ room. 

The vessel has been fitted with powerful oak towing bitts ~ 
and nigger heads capped with brass, and is fended all fore 
and aft with stout oak guards faced with steel, in addition to 
the usual portable hickory fenders. Provision is made for the 
transport of fresh water in two deep tanks in the fore and 
after peaks. ; 

The propelling machinery consists of one inverted compound 
surface condensing direct-acting engine, with a high-pressure 
cylinder, 20 inches diameter, and a low-pressure cylinder of 


TRANSFER TUG NUMBER 21, OF THE NEW YORK, NEW HAVEN AND HARTFORD RAILROAD. 


176 . International Marine Engineering 


APRIL, 1908. 


44 inches diameter, having a common stroke of 28 inches, and 
designed for a working pressure of 160 pounds per square inch. 
Steam is supplied by one multitubular return tube Scotch 
boiler, 15 feet 3 inches mean diameter by 12 feet 6 inches-long, 
fitted with three corrugated furnaces 4 feet 2 inches inside 
diameter. 

A duplex fire and wrecking pump, 15 by 12 by 12 inches, 
fitted with fire plugs and wrecking suctions, the former ar- 
ranged for fire gun nozzle on top of pilot house, has-been 
installed, with all connections complete, arranged to pump 
from tanks, engine and boiler compartments, as well as from 
the sea. The usual outfit of auxiliary machinery has been sup- 
plied and fitted complete. 

The vessel, during the trip from the builder’s yard to New 
York, developed a speed of over 12 knots without forcing. 


MARINE ENGINE LUBRICATION. 


Under this heading three of the prominent lubricating con- 
cerns in the United States have furnished us with informa- 
tion regarding their own particular types, none of which is the 
usual fluid oil. These statements have been set down side by 
side, each being recognized to be partisan with regard to its 
own particular specialty. Along with these we are republish- 
ing an article which appeared in our columns more than four 
years ago, and which was written by one of the engineering 
officers of the United States navy. This was the result of 
observations during a protracted experience at sea, and, so far 
as we know, was totally without bias. 


NON-FLUID OIL. 


With the standardization of types and the adoption of well- 
tried dimensions and proportions for steam prime movers, 
breakdowns and derangements of engines are coming to be 
more and more referable to the one feature of design which 
has not kept pace with the improvements—engine_ lubri- 
cation. In a recent paper, the experts of the American Blower 
Company, Detroit, are quoted to the effect that 80 percent of 
the small engine troubles are due to improper lubrication; 
whereas, only 10 percent are due to inadequate proportions of 
the working parts, and the other 10 percent to the neglect or 
ignorance of the operator. 

Particularly is this true in marine engineering, where special 
conditions render proper lubrication difficult under the most 
favorable circumstances, and the great multiplication of small 
engines, stich as independent air, circulating, bilge, and feed 
pumps, ash hoists, fireroom blowers, ventilators, refrigerators, 
anchor and winch engines, dynamo engines and various special 
devices, give reliable automatic oil supply an importance out 
of all proportion to that obtaining in shore practice. 

Though numerous enlightened systems of comprehensive 
design have been introduced and adopted in various forms by 
large shipbuilders, the greatest diversity exists on different 
ships, in the lubricating arrangements as well as in the choice 
of unguents. It may safely be said that the old style of 
individual oil cup, with wick tubes and wick, is still the 
prevalent device. Cylinders of vertical engines, as well as 
slide valves of the piston type, are often not oiled at all, 
particularly since the publication of Prof. Lewes’s epoch- 
making paper opened the eyes of the marine engineering world 
to the dangers of admitting oil to the boilers through con- 
densed feed water. Time was when no main engine was turned 
over without liberal injection of two or three oil pump reser- 
voirs full of cylinder oil into the cylinders and valve chests, 
and each cylinder was fitted with its steam cut-off oil cups, 
besides the steam-operated sight feed on the high-pressure 
valve chest, and frequent doses through the indicator cocks 
whenever “she grunted,”’ or the engineer felt that “she needed 
it.” If no oil is used from the outset, if a slight injection is 


given and the cylinders are carefully drained just before 
“securing” the engine on coming into port, and the covers are 
frequently taken off to allow the cylinder walls to be swabbed 
out and oiled, the internal lubrication may be trusted to the 
effect of steam, and the use of oil be reduced to a surprisingly 
low amount. Nevertheless, oil cannot be wholly eliminated 
from the feed water, as the flat slide valves customary on the 
second intermediate and low-pressure cylinders do require oil, 
besides which a good deal is carried through the stuffing-boxes. 
by the “swabbed” piston rods. Of grease extractors, we have 
tried many types, but found most of them inefficient, owing, 
mainly, to the positive disinclination of the oilers to renew and 
clean the filter pads, lufa, straw or whatever material may be 
used. 

For crank pins the centrifugal oiler has proved very reliable. 
Wipers are to be execrated as wholly unsatisfactory. A great 
incidental advantage of the centrifugal oiler is that it permits. 
the engineer to admit water to the pin and to locate a thump. 
Special devices of swinging pipes to the crosshead and crank 
pins, such as the Hills-McCanna, have been used to good 
effect. Crosshead pins are frequently supplied by telescopic 
oil pipes, by wipers placed at the top of the stroke, and by 
direct drop from wick-supplied tubes led in under the cylinder 
and delivering to boxes carried by the crosshead. Of all these 
systems the swinging tubes are most positive in action. 

Despite all these actions, a great deal of the oil is thrown 
onto, or rather at, the crosshead and crank pins on the “hit or 
miss” principle, by oilers and engineers with their squirt cans. 
This is particularly true of the vibrating link, the valve stem 
and rock shaft journals, and to a lesser degree of the numerous. 
bearings and working joints of the auxiliaries. The waste is 
appalling. It reaches sometimes to an extent that would seem 
impossible to the shore engineer. Usually the chief engineer 
establishes a daily allowance, which is placed in. the supply 
tanks by the store-room keeper or donkey man. But if bear- 
ings commence to run hot, he frequently is the chief offender, 
literally smothering the journals in oil, increasing the allow- 
ance or taking off all restrictions. 

As there is no convenient supply house within reach, thous- 
ands of miles from port, and as owners and superintending 
engineers are usually chary about furnishing large supplies to: 
start with, any unusual waste of lubricants becomes exceedingly 
serious. More than one tramp has been obliged to break up 
the voyage to put into port for a new supply of oil, and it has. 
repeatedly occurred that men-of-war were obliged to leave 
the blockading or cruising ground to lay in—not more coal or 
provisions or ammunition, but just oil. 

These considerations emphasize the value of using non-fluid 
oils for Jubrication on board ship, to increase the efficiency of 
oiling and in order to minimize waste. Greases and soap- 
solidified oils have been, and are still, used to a large extent, 
particularly on main bearings, spring and thrust bearings of 
the main engines and other principal auxiliaries. 

In many ships the spring bearings of the shaft alley have 
open boxes, which are filled with a solid grease, through which 
solid brass pins are thrust to contact with the shaft, being 
kept in place by enlarged heads. Friction on the shaft heats 
these pins, causing the grease around them to flow to the 
journal. If the bearing should run hot—which very readily 
occurs with a box frequently left open by carelessness, and 
thus becoming a receptacle for dirt—and be not caught in time, 
the whole mass of grease is melted, leaving the unsupported 
pins to fall between the cap bearing and the shaft, where they 
are pinched and abraded, causing no end of trouble. 

Generally speaking, soft solid lubricants should on no ac- 
count be fatty oils or greases. They are commonly made by 
emulsifying animal and vegetable fats with soap and water, or 
thickening mineral oils with soap. Ordinary lime, soda or 
lead soaps are used, frequently containing an excess of 


APRIL, 1908. 


International Marine Engineering 177 


caustic soda, which is converted into carbonate of soda and 
becomes liable to cut the bearings. Another danger is that 
free fatty acids are often contained in such greases, which 
attack the metallic substances with which they come in contact, 
and cause glands to leak if used on rods or valve stems pass- 
ing through stuffng-boxes. A more common, in fact uni- 
versal, trouble with soap-solidified mineral oils is that, when 
the bearing grows at all warm, the mineral oil runs away, leav- 
ing the soap in the box, like a sponge squeezed dry of water. 
This forms a nucleus for the adhesion of any dirt or abraded 
metallic particles, soon making a hard, gummy mass, spread- 
ing out as a layer or coating over the shaft or pins, increasing 
the friction and soon inviting cutting. The best authorities 
recommend that greases be never used except on slowly- 
moving machinery. Modern transatlantic liners run up to 
950 feet of piston speed, and swift power boats attain 1,200 
feet per minute. This would indicate how little greases are in 
place on marine installations. 

For spring and thrust bearings, the heavier grades of non- 
fluid oils are ideal, especially if used in connection with patent 
cups having a wire net screen and a lidded box cover. Fre- 
quently, oil is thrown off in fine drops by centrifugal action of 
rapidly turning shafts, which could not happen if the open 
boxes were lidded and closed. 

These non-fluid oils, having all the advantages of the soft or 
semi-solid form of unguents without any of the above-men- 
tioned defects of soap-solidified greases, offer an additional 
advantage peculiarly fitting them for use in main bearing 
compressive cups, on crank and cross-head pins, and 
especially for “make-up feed” supplied by hand with squirt 
cans. This is the property these lubricants have of adhering to 
metal surfaces with a force far in excess of that of regular 
fluid oils. Why this should be we are not able to explain. 
Suffice it to say that it is an undoubted fact, borne out by 
many tests and much practical use. This, and the con- 
siderable viscosity, cause the non-fluid oils to leave the squirt 
can drop by drop, instead of in wasteful streams, so that the 
excited oiler has a chance to readjust his aim at the elusive 
crank-pin cup before half of his can has been emptied into 
the bilge. After these oils have reached the journal, their 
peculiar property of adhesion to metal prevents their rapidly 
running through the bearing at the ends. They spread over 
the journal, interposing a thin film of oil between the bearing 
surfaces, which is ideal lubrication. 

The other element of ideal lubrication is to have each drop 
of oil go where it is needed, and no place else. In many 
modern ships a comprehensive unitary system oil distribution 
is adopted to insure this element as far as possible. Oil is 
poured into a main feed tank, from which it is conveyed by 
gravity or under pump pressure to the various journals 
through suitably adapted pipes. In a recent installation, mul- 
tiple box oilers with outside drop supply the cross-head guides, 
cross-head and wrist pins; the crankshaft bearings are oiled 
by compression cups, and the eccentric straps by oil and 
grease cups, while the cylinders and valves are supplied by 
sight-feed oil pumps having trip and rod connections to the 
engine. Though central distribution systems are growing in 
favor with superintending engineers, they have not succeeded 
in displacing the squirt can. Many old-time engineers and 
oilers cannot be restrained from wanting to see and feel the 
oil going in. They are a very conservative people. In spite of 
all the improvements in mineral oils, their relative cheapness 
and freedom from acids, the old timer would not think of 
leaving port without his private demijohn of castor oil, 
the standby in moments of real trouble. 

Central distribution systems have been successfully fed with 
grease. That is to say, they were successful in having the 
grease reach its places of operation, though the gumming and 


high friction often following the introduction of grease de-: 


e 


creased the value of these installations. But the experience 
shows how valuable similar systems would be for marine 
practice if fed with non-fluid oils, which can be made of a 
consistency light enough to insure their ready passage through 
the oil tubes, while their absolute freedom from gum pre- 
cludes the possibility of their clogging the pipes—a most 
common and serious incident of all oil distribution systems. 
Forced feed types of lubricators, such as the Penberthy, can 
be relied upon to propel non-fluid oils to places where it is 
very difficult to feed through gravity cups. 

A very common defect of marine oiling arrangements is 
the insertion of feed tubes at one end of the bearing, instead 
of at the middle. Even when placed at the middle, one end of 
the journal is often poorly supplied if the ship happens to be 
much down by the head or stern—a contingency from which 
shore plants are quite free. If the oil-feed tube is at the 
forward end of a journal, and the ship trims by the head to a 
considerable degree, it may be quite impossible to keep such a 
journal cool without constant hand oiling. For this condition 
of varying trim, non-fluid oils offer special advantages, be- 
cause they do not run readily, and they do their work where 
they are placed, being spread from end to end of the bearing 
by actual wiping of the revolving journal. 

An interesting comparison run was made two years ago on 
board the Clyde Line steamer Apache, using fluid and non- 
fluid oils. Using the same bearings for two periods of 54 
hours each, it was found that 2%4 pounds of non-fluid oil 
effected the same lubrication as 2% gallons of fluid oil. As 
the cost of non-fluid oil was 10 cents a pound, the total was 25 
cents (1 shilling) for the run; while the fluid oil cost 40 cents 
a gallon, or $1.00 (4 shillings) for the run. The test showed 
a saving of 75 percent on the direct cost of lubricants by using 
non-fluid oil. The results were so satisfactory that the Clyde 
Line has continued using non-fluid oils*on the Apache ever 
since. 

In Parsons’ marine turbine engines, the two main bearings 
are usually kept floating in oil under a pressure of from 5 
to 10 pounds. If ever the metals should come into intimate 
contact, the friction would soon destroy the entire machine, 
as the white-metal lining of the bearings would run out, 
throwing the shaft out of -alinement, which, with the very 
small clearance between rotor and stator blades, would in- 
evitably result in the two sets stripping each other. Spring 
bearings of turbine engines are supplied with grease and a 
liberal supply of water. In the thrust bearing, less trouble is 
experienced than with those of reciprocating engines, as the 
propeller thrust is counteracted by the end thrust of the steam 
on the turbine shaft. 

Engines of motor boats are usually supplied with mechanical 
lubrication, having a pump feed to every point. For this class 
of engines non-fluid oils are particularly adapted, as the me- 
chanical details are very similar to those of high-powered 
automobile engines, for which these oils have proved es- 
pecially suited, being used exclusively by some forty auto- 
manufacturers. The parts are so many and move so fast 
that make-up feeding by hand squirters is quite out of the 
question; and any oil used must tenaciously stick to its journal 
until consumed, or it will be thrown off or worked out, leaving 
the bearing metal to metal. As these motor boats are ordi- 
narily pleasure boats, it is especially desirable to use oils 
which will not splash or spatter about. 

Whatever type of boat or engine be considered, one is forced 
to the conclusion that improvements of a radical nature on the 
methods of supplying oil, and in the nature of the oils used, is 
urgently needed in marine engineering. Says Thurston: “The 
art of economical employment of lubricants consists mainly in 
the determination of their adaptation to specific purposes, and 
in the application to each machine or each part of a machine on 
which pressure of lubricated surfaces of widely differing 


178 International Marine Engineering 


APRIL, 1908. 


amount is found of precisely that quality of unguent which is 
best adapted to that particular place, and, above all, applying 
it in the best possible way.’ Before becoming a professor, 
Thurston was a distinguished marine engineer. Considering 
the prevalent defects of marine lubrication, one is inclined to 
believe that in writing the words just quoted he must have 
had marine engines in mind. 
G. P. HutcHins. 


PETROLEUM GREASE AS COMPARED WITH ANIMAL GREASE, 


Manufacturers of lubricating greases in the United States 
seem to have ranged themselves into two distinct and op- 
posed classes. One class, which we shall call “Class A,” puts 
out a grease produced entirely from animal fats; the method 
of applying which is based upon its power of changing con- 
sistency under increase of temperature. That is, the grease 
is quite solid in the cups until the heat of friction from the 
bearing becomes sufficiently great to melt it, and thereby enable 
it to low down upon the journal. 

The second class manufacture greases from mineral oils 
entirely, and the aim is to produce a grease that shall not 
change consistency under any range of temperature up to 600 
degrees F. or thereabouts. The chief exponent of these princi- 
ples manufactures eight separate densities of grease, ranging 
from a free-flowing liquid to a permanent solid. These den- 
sities are absolutely unaffected by variations of temperature 
within the limit named. The application is from pressure 
cups, and when pressure is applied the flow is uniform and 
certain. 

Now, as to the relative economy of the two—let us con- 
sider first, Class A, the animal greases which will not flow 
until made liquid by heat from the bearing. We know that 
one British thermal unit is that amount of heat required to 
raise the temperature of I pound of water through 1 degree 
F. We know also that to produce this tiny amount of heat 
778 foot pounds of energy are needed. When one begins to 
calculate, even mentally, the probable amount of heat of fric- 
tion required to keep this grease flowing upon all the bear- 
ings throughout a machine shop, the fact is made clearly evi- 
dent that true economy cannot lie in this direction. 

A second proof of the same point is found in comparing the 
respective coefficients of friction obtained from the various 
greases, under test at Cramp’s shipyard. 

The lowest result obtained from any grease of Class A was 
0.006, while Keystone (petroleum) grease gave a coefficient 
of 0.0034, thereby showing that only about one-half as much 
power was consumed in overcoming friction as in the first- 
named instance. Furthermore, it was proved that during one 
hour’s running under severe conditions, 130.6 grams of “Class 
A” grease were consumed, while under similar conditions only 
14.4 grams of the petroleum grease were consumed. It was 
shown also that, under prolonged test, the greases of “Class 
A” vaporized, and become so inefficient that the test had to be 
stopped; at no time, however, did the competing grease show 
any change of density or loss of efficiency. 

Two tests by the chemist of the William Cramp & Sons 
Ship & Engine Building Company were made in 1906 and 1907 
under similar but not identical’ conditions. In each case the 
test was in competition with other lubricants which are not 
here named. The tests were made on the Cornell oil testing 
machine, designed by Prof. R. C. Carpenter,* and finally 
adopted by the United States Government as a standard de- 
vice for testing lubricants. Its essential features are a shaft 
and journal revolved by belt and pulleys from the power shaft; 
bearings, the pressure upon which may be regulated at will; a 
pressure indicator to register the load on the bearings; a speed 
indicator to. give the revolutions per minute; a thermometer 


* Cornell University, Ithaca, N. Y. 


to register the change in temperature of the journal and bear- 
ings as the test progresses; and a scale beam on which the 
frictional resistance is recorded. The coefficient of friction is 
found by dividing the frictional resistance by the total load on 
the bearings. 

In the first test an analysis of Keystone grease showed 0.14 
percent of free fatty acids, with no free mineral acids, rosin 
oils, talc, graphite or clay. The sample was stated to be 
entirely free from deleterious substances, such as would cause 
its decomposition, or would have a detrimental effect upon 
metal surfaces. The test was conducted for one hour and 
thirty minutes, readings being taken after the first thirty min- 
utes, at which time the bearings were assumed to have reached 
a constant temperature. The grease was fed from a hand- 
pressure cup of 3 ounces capacity, by applying a uniform pres- 
sure at intervals of five minutes. 

This test is stated to have been characterized by the smooth 
running of the journal, the uniformity of its temperature and 
a low coefficient of friction. The total pressure on the journal 
was 1,500 pounds; its area was 14 square inches, and the 
pressure per square inch, 107.1 pounds. It was revolved at 
450 revolutions per minute. During the test the temperature 
of the room rose from 82 to 83 degrees, the average being 
82.4; the temperature of the journal rose from 160 to 174 
degrees, the average being 170.8.; and the average difference 
between the temperature of the journal and that of the room 
was 88.4 degrees. The friction decreased from 10.5 to 7 
pounds, the average being 8.5 pounds. Its coefficient de- 
creased from 0.0070 to 0.0046, the average being 0.0056. 

The second test was on the same journal, with a total maxi- 
mum load of 3,000 pounds and a pressure per square inch of 
214 pounds. The revolutions, as before, were 450 per minute. 
This test was continued for about two and one-half hours, 
readings being taken during the last two hours. The load 
during the first hour under observation was only 2,000 pounds, 
or 143 pounds per square inch. During this hour the tem- 
perature of the room increased from 70.2 to 72.8 degrees, the 
average being 71.2. The temperature of the journal increased 
from 121 to 123 degrees, the average being 122; the difference 
between the two averages being 50.8 degrees. The friction 
decreased from 9 to 7.2 pounds, the average being 7.8 pounds; 
while the average coefficient of friction was 0.0039. 

During the last hour, with a load of 3,000 pounds, the tem- 
perature of the room increased from 70.2 to 72 degrees, the 
average being 73. The temperature of the journal increased 
from 124 to 138 degrees, the average being 133.75. The dif- 
ference between these two was 60.75 degrees. The friction 
decreased from 10.9 to 9.5 pounds, the average being 10.2 


pounds. The average coefficient of friction was 0.0034. 
W. R. McLain. 


FLAKE GRAPHITE, 


The conditions of marine engineering are, as we all know, 
different from those of stationary engineering. In marine 
work the first necessary consideration is that the working 
units must be confined in as small a place as possible. The 
units must be worked in varying stretches of 24 hours each. 
There are no emergency units that may be thrown in, in case 
anything goes wrong. The load is fairly constant, a steady, long, 
hard pull. There is no chance to shut down for repairs. Rail- 
road men tell us that the life of the locomotive is very much 
prolonged if it can have an intermittent run, rather than a 
long, steady one. We may judge from this what a strain 
marine service puts on an engine. 


Friction —Wherever there is a mechanical movement, fric- 
tion has to be overcome. This is done by interposing between 
the moving parts a substance which will separate the parts 
from each other (and has the least friction in itself). There 


APRIL, 1908. 


International Marine Engineering 


179 


are three general classes of lubricants used—fluid, semi-fluid 
and solid. The writer will not attempt to discuss fluid or 
semi-fluid lubricants, because this is a subject which would 
cover many chapters, but will point out a few of the disadvan- 
tages of fluid lubricants for marine service, particularly in 
regard to steam engine cylinder lubrication. 

Oil in steam engine cylinders, as many marine engineers 


have said, is a very “great curse,’ it being impossible to sepa- . 


rate all the exhaust steam. As a consequence, some will 
find its way back into the boilers. The disadvantages of oils 
in a boiler are: 

1. They have a tendency to attach themselves to the hottest 
places. 

2. They are poor conductors of heat, and if there is any 
scale-forming material in the water it will collect. 

3. If the oils contain impurities a chemical change will 
occur (especially in the presence of superheated steam), 
forming a destructive emulsion. 

Solid Lubricants.——Anything which will reduce the amount 
of oil consumed, or entirely obviate its use in cylinder lubrica- 
tion, is welcomed by the progressive steam engineer. A 
lubricant that has proved successful in this particular is flake 
graphite. The many qualifications of a perfect lubricant pos- 
sessed by flake graphite especially adapt it for all lubrication, 
particularly in marine work. 

It is unaffected by any degree of superheat or cold encoun- 
tered in any class of lubrication. It will not gum, leave a 
sediment or injure the working surfaces. It is a good con- 
ductor of heat. It will stand the greatest load per square 
inch, with a marked reduction in friction. It does not offer the 
resistance to motion that is inseparable from the viscosity of 
an oil or grease that would stand like pressure. 

If a metal, no matter how carefully polished, is examined 
under a microscope, it will be found to contain many small 
irregularities—the real cause of friction.* It is the scraping 
of these irregularities, one over another—the constant cutting 
or wearing—which is so productive of hot boxes, cut valves 
and cylinders. 

The thin, tough flakes of graphite attach themselves to and 
build up these irregularities, filling in the low spots and form- 
ing over all a thin, impregnable, veneer-like coating of mar- 
velous smoothness. When a sudden lurch or pitch comes, 
this graphitic coating will keep the metal surfaces from com- 
ing into contact with each other, and prevent the damage which 
might be done before the lubricator could deliver more oil. 

Flake graphite may be introduced to the cylinders either 
with oil or by condensation of steam. It has no injurious 
effect in the boilers if some escapes the condenser and gets 
carried back. It will be a benefit rather than a detriment, as 
the flakes will become attached to the metal surfaces and pre- 
vent pitting, keeping foreign matter from taking hold. The 
heat transfer will not be affected, for graphite (as before 
stated) is a very good conductor of heat. 

Semi-solid lubricants should be used wherever practicable, 
and have the following advantages over oils: 

1. They are used only as needed, and form a protecting 
collar, after doing their work, which will keep dirt and grit 
from working into the bearings. 

2. They are more cleanly than oils. 

3. The fire risk is very much reduced. 

4. They are cheaper than oils. 

Care should be exercised, however, in selecting these, as 
they should be adapted for the work. Their lubricating value 
is always increased by adding flake graphite (it is always better 
to use graphite greases which are compounded by some re- 


* It is related how a convict cut the bars of his cell window by using 
a piece of yarn and fine sand dust, the whole wetted by saliva—illustrat- 
ing how much damage may be done to bearings by the lubricant being 
laden with metal particles. 


liable company, as they will be found to contain correct pro- 
portions of graphite for the work required of them). Tests 
by the late Prof. Thurston, Prof. Kingsbury and Prof. Goss, 
all show that friction is reduced by adding flake graphite. 
These tests have more than been proved by engineers. A well- 
known commander in the United States navy said: 

“One of the first orders I gave on joining this ship was 
forbidding the use of oil in any of the steam cylinders, and to 
enforce this order I had all the oil cups removed from the 
steam pipes leading to the cylinders, so that it was impossible 
for the men to use oil. When these cylinders were examined, 
at intervals of from three to six months, I simply had them 
wiped out with a little waste and saturated with vaseline and 
graphite; and I must say that I have never seen the cylinders 
and piston rings in better condition than they were on this 
ship during my three years’ tour of duty. 

“T made a personal examination of the different cylinders 
whenever they were opened, and they were in perfect condi- 
tion—never so much as a scratch—the walls being as smooth 
as mirrors. I can safely say that the use of graphite alone in 
steam cylinders gives excellent results, for if oil is used the 
oil goes through the exhaust into the condenser, and into the 
boilers and forms an acid, which attacks the metal of the 
boilers and causes them to deteriorate very rapidly.”—Graphite, 
March, 1907. L. H. SnypeEr. 


Internal Lubrication of Marine Machinery.* 
BY H. C. DINGER, LIEUT. U. S. N. 

The loss due to the friction of pistons, plungers, valves and 
their respective rods at stuffing boxes forms a large part of the 
total loss caused by friction; and the question of keeping these 
internal parts in proper condition to reduce this loss to a 
minimum and prevent their wear warrants considerable atten- 
tion by those to whom the care of marine machinery is en- 
trusted. New difficulties in lubrication have been met in the 
use of high steam pressures and superheated steam, due to the 
very high temperature at which the ordinary lubricants are 
vaporized. The use of greater piston speeds and pressures on 
wearing surfaces likewise has added to the problem. 

Remedies suggested to secure the nearest to the desired 
conditions are: 

1. Selection of best materials, the friction between which is. 
a minimum. 

2. Efficient design. 

3. Good and accurate workmanship. 

4. Care and treatment to prevent the deterioration of the 
wearing surfaces. 

5. Lubricants. 

PROPER MATERIAL. 


The materials for the internal wearing parts should be such 
that the coefficient of friction is as small as possible. Then a. 
very smooth and hard surface can be obtained, and one that 
requires relatively little lubrication besides the moisture of the: 
steam. Hard, cross-grained cast iron, wearing on itself, seems. 
to meet these conditions better than any other practical com- 
bination of metals. When the cylinder and valve-chest liners. 
are made of this material, and with cast iron rings well fitted, 
an extremely hard and smooth surface is the result, without 
applying any lubrication but the moisture of the steam. The 
material should be as hard as it is possible to work it, the 
efficiency of the wearing surface depending in a great measure 
on its hardness. 

EFFICIENT DESIGN. 

The following points of design will affect smooth running 
very materially: 

The spring rings or snap rings should exert a uniform and 
not an excessive pressure, and their surfaces should not be 


* Reprinted from page 503, October, 1903. 


180 


International Marine Engineering 


APRIL, 1908. 


ED 


too great. Thus, if a ring 1 inch wide will be efficient in keep- 
ing a piston tight, making the ring 2 inches will only add 
friction. 

Fitting relief rings on slide valves, and balance pistons on 
piston valves, always reduces friction, and is the general prac- 
tice of to-day. 

The framing and other parts of the engine must be properly 
braced and stiffened to guard against vibration and the move- 
ment of the ship. 

The stuffing-box packing should be designed to allow some 
side play, so as to follow the rods when they become some- 
what out of line. 

WORKMANSHIP. 

Good workmanship will insure all parts being in line, all 
surfaces true and all parts accurately fitted together. This 
includes boring the cylinders true and finishing the valves and 
seats to a true surface and the rods to a uniform section. If 
there are any material discrepancies in these points good 
results cannot be expected to follow. 


CARE OF SLIDING SURFACES. 


This is accomplished by keeping all parts in line, preventing 
rusting, pitting and scoring of cylinders, flats in rings or rods, 
and cutting of all wearing surfaces. 

lf the cylinders or rings are allowed to rust the true sur- 
face is at once destroyed, and small particles of rust will grind 
and cut away the wearing parts. Rusting in the cylinders is 
caused by the presence of both air and moisture. Moisture 
may be removed by well draining the cylinders and all steam 
pipes connected therewith; by the avoidance of pockets that 
cannot be drained of water, and by running the condenser for 
some time after the engines are stopped, so that all possible 
vapor is drawn out of the engines. When an engine has thus 
been efficiently drained, the low-pressure exhaust should be 
kept closed, especially if the condenser is to be run at any time. 
In case there is no exhaust valve, and it is desired to run the 
condenser, it is advisable to put the low-pressure valve on its 
center, and thus prevent the vapor from the condenser from 
backing into the cylinder and causing rust. Leaky stop and 
throttle valves will, of course, present conditions to allow 
rusting. 

To keep out air, all parts of the engine should be kept 
closed. Close the drains which open to the atmosphere, indi- 
cator cocks, etc., as soon as the engine is shut down. . The 
cylinders of auxiliaries are most likely to suffer from rust, due 
to leaky or partly closed valves, open drains and the presence 
of various pockets where water can collect. 

When engines are to stand unused for more than a couple 
of days, and after any lengthy run, the cylinders should be 
opened and wiped out with kerosene. This removes all rust, 
moisture or other deposits that may have collected. Then 
adding a coat of vaseline will protect the surfaces from further 
rust or corrosion, as well as give them a good lubricant. 

Pitting in cylinders and internal surfaces is caused by acids 
which may be contained in impure oil, or from the action of 
oily deposits consisting of dirt, oil and rust. Air, collecting 
in pockets and becoming heated, may also cause this. 

Scoring is caused by hard particles left in the cylinders and 
by the edges or ends of the rings nipping the cylinder walls, 
resulting from countersunk bolts let in too far, shoulders worn 
in the cylinder when the piston does not overrun, or rings 
overrunning counterbore, due to lack of adjustment. Slightly 
rounding off the edges of the rings might prevent nipping, and 
providing efficient keepers for the ends will prevent the ends 
from vibrating or the rings from nipping the walls. Excessive 
pressure On some parts may cause the surface to abrade and 
produce a flat. If the rings do not fit well, the wear will be 
only on certain portions; for although the ring in a manner 


adjusts itself, yet when moved at all the fit becomes worse than 
ever. 

The piston rod being out of line will also cause excessive 
wear on one side of the cylinder and piston rod. When boilers 
foam, particles of dirt contained in the boiler water pass into 
the engines, and there raise havoc with all moving surfaces. 


LUBRICANTS. 


Vegetable or animal oils must never be used, on account of 
the acids, which, being easily driven off by heat, cause cor- 
rosion in the boilers. Mineral oils are largely used, but have 
a bad effect on the heating surface of boilers, causing lack of 
efficiency, burning, etc. Oils too freely used also cause piping, 
pump valves and seats to deteriorate, joints in piping to leak, 
condensers to become less efficient on account of oily deposit, 
and in general cause an increase in repairs and falling off in 
economy. 

With very high pressure or superheated steam ordinary oils 
are vaporized, or at least their lubricating value is greatly re- 
duced, so that, as in the case of gas engines, lubrication has 
become a most important question. When somewhat moist 
steam is used, the moisture in the steam acts as a lubricant, 
especially with cast iron. With parts well fitted and steam 
not too dry, vertical cylinders will run satisfactorily without 
any lubricant except that applied when the cylinders are 
opened; but a satisfactory lubricant will very materially lessen 
the friction and wear. 

Flake graphite has the peculiar properties of not being 
affected, either chemically or physically, by any temperature 
encountered in a cylinder. It is not easily carried away from 
the wearing surfaces, can stand any pressure, and requires 
only an infinitesimal clearance space between surfaces. It has 
a high lubricating value, and hardens and improves the wear- 
ing surfaces by filling up all the minute cavities and irregu- 
larities in the surfaces, giving, in a short time, a beautiful, 
hard-polished surface, which requires relatively little lubricant. 

Graphite may be applied in the following manner: When- 
ever cylinders or valves are overhauled, mix graphite with 
vaseline before applying to the surfaces, which insures a gen- 
eral distribution. On starting up, introduce graphite through 
an oil cup or indicator pipe. This can be done in a dry state, 
using an oil syringe, or the graphite can be mixed with water 
and put in just like oil. Adding it to cylinder oil adds to the 
lubricating value; but if best results, viewed from the stand- 
point of boilers and condensers, as well as engines, are to be 
obtained, no oil should be introduced into any steam cylinder 
on board ship. While running, graphite can be added in the 
same way; but very little is needed, since it quickly distributes 
itself over the surfaces and, unlike oil, it remains there. 
Whenever there are indications of the cylinder walls “squeal- 
ing” a little graphite should be added. Some cylinders lubri- 
cated in this manner, that have not had a drop of oil intro- 
duced for years except that which might have come from 
swabbing rods, on being opened are found perfectly smooth 
and as bright as mirrors. The surfaces have a very fine 
coating of graphite, which keeps them from being dry and 
prevents abrasion. 

The same results are obtained with valves and their seats— 
the surface is made smooth and hard, scores are filled up, and 
a tight and easily worked valve is the result. 

In order that the piston rod may work with little friction in 
its stuffing-box it must be well lubricated. Most patent 
metallic packings have an oiling arrangement, but this should 
be supplemented by swabbing the rods. The addition of a 
little graphite to the stuffing-box cylinder oil will greatly 
improve its lubricating value, and also serve to develop a hard 
and smooth surface, which is so essential to steam-tight 
working. 

The packing that allows for side movement will keep the 


APRIL, 1908. 


International Marine Engineering 


181 


I 


rod from wearing, and preserve a tight joint, much better 
than those which do not allow such play. Small rods, such 
as valve rods and rods of auxiliary engines, which in many 
cases have no separate oiling device, should be swabbed to pre- 
vent cutting, or the wearing of the rod to a flat or taper, as 
well as to reduce friction. The primary feature of keeping a 
stuffing-box tight is to keep a true cylindrical rod, and the 
peculiar properties of graphite produce a hard and smooth 
surface. 

The small and often delicate secondary valves of steam-pump 
valve gear are made to fit quite tight, and often they become 
hot and dry and consequently stick. If oil is used in these, it 
gums on the surface, and this causes the valve to stick. Slight 
tusting also causes cutting, which interferes with proper run- 
ning. The best treatment for these parts is: (1) Frequent 
overhauling, wiping off all parts with kerosene to clean, re- 
move and prevent rust, and supplying graphite to protect and 
develop the wearing surfaces. (2) Adding a small amount of 
kerosene with graphite added occasionally or when the valve 
does not work properly. Kerosene serves to cut out and pre- 
vent rust; it has also no bad effect on the heating surface of 
the boiler. 

It is often stated that pumps will not run without oil, but 
it is a fact that pumps using oil do not run as well as other 
pumps in which nothing but a little kerosene and graphite has 
been used for a long period. 


WATER END OF PUMPS. 


The lubrication of the water cylinders of pumps is frequently 
entirely overlooked. A great many pumps receive their lubri- 
cation naturally, as in the case of air and feed pumps, from the 
oil in feed water; bilge pump, from the oil contained in the 
bilge. But those pumps working on clean salt water—sani- 
tary, distiller and auxiliary condenser circulating pumps—do 
not have these sources of lubrication. Salt will deposit itself 
in Some degree, and is at once a cutting agent to plungers and 
pump cylinders. 

Such pumps can be lubricated by placing a little grease, 
mixed with graphite, on top of the glands. This at once lubri- 
cates the rod, and some of the lubricating material will find 
its way to the surface of the cylinder, thus reducing friction 
and wear. The abnormal wear of plunger rods working in 
clean salt water may have often been observed. 

These notes are the results of observation and investiga- 
tion of sea-going experience, and, as such, view the matter 
from a practical standpoint. There is no doubt that if the 
question of internal lubrication were well considered and in- 
vestigated by those operating marine machinery, great redtc- 
tions in overhauling, wear and tear, and anxieties in at- 
tendance would result. 


The Merchant Tonnage of the World. 


According to Bureau Veritas, the total number of sailing 
vessels of 50 tons and upwards afloat Jan. I, 1908, was 25,870, 
with a total net tonnage of 7,245,608. One year ago there were 
26,579 vessels, with a net tonnage of 7,550,273, and 27,122 
vessels two years ago, with 7,620,679 net tons. There is thus 
seen to be a steady decrease in both number and tonnage, the 
loss in tonnage in two years having been 375,071, or about 5 
percent. The average size has decreased from 281 tons in 
1906 to 280 in 1908, having been 284 in 1907. 

The number of steamers of 100 tons and upwards afloat at 
the present time is given as 14,985, with a gross tonnage of 
32,169,350, as compared with 14,656 vessels of 30,256,336 gross 
tons one year ago, and 14,018 vessels of 28,369,140 tons two 
years ago. This shows a gain in tonnage in two years of 
3,800,210, or 13.4 percent. The average tonnage has risen from 
2,024 in 1906 to 2,065 in 1907 and 2,147 in 1908. 


The First Steamboat on Great Salt Lake. 


In the fall of 1868, General P. E. Connor, who had pre- 
viously been in charge of the government station and troops 
near Salt Lake City, obtained a contract with the Union Pa- 
cific Railroad, which was then building, for the supply of ties. 
The road ran around the north end of Great Salt Lake, where 
there was no timber (nor, in fact, anything else), and the ties 
were obtained from the mountains south of the lake, a distance 
of about 85 miles, from shore to shore. 

His proposition was to load the ties on flatboats, and tow 
these over and back by a steamboat, leaving the flatboats for 
loading and unloading, and keeping the steamboat continually 


THE IMPROVISED PADDLE STEAMER KATE CONNOR, 


at work. Accordingly, he employed a London boat builder, 
G. Haywood, of Salt Lake City, to build the steamboat, which 
was 55 feet long and 18 feet beam, with 5-foot guards.’ 

The boat was propelled by paddle wheels, with an engine 
consisting of the steam end of an old steam pump, geared to 
the wheel shaft. A boiler was obtained from San Francisco. 
The machinery was put in and arranged, and the boat run out 
of the river by the writer. She was called the Kate Connor, 
after a daughter of the proprietor. She started on Dec. I1, 
1868, and ran across the lake to her depot at the south end on 
the following day. She afterwards had a larger engine and 
boiler put in, and made a number of trips across the lake in 
1860, But was not a financial success. 

As an illustration of the paucity of resources at that time, 
the engine had no globe valve, and such a thing could not then 
be obtained in the territory. Eventually a 2-inch brass plug 
cock, which had been brought in for the sugar works, was 
found, and purchased for $15, and used as a throttle valve. 

Wo. J. SILver. 


At the annual meeting of the American Ship Windlass Com- 
pany, recently held in Providence, R. I., Robert S. Riley, who 
for the past year has been the general manager of the com- 
pany, was elected its president. The reports submitted showed 
a satisfactory condition of affairs, and the company voted to 
ask permission from the State Legislature to increase its 
capital stock from $100,000 to $200,000 (£20,550 to £41,100). 


The American scout cruiser Chester, propelled by Parsons 
turbines, recently made a trial trip record of 26.52 knots for 
four hours. Her sister ship Birmingham (reciprocating en- 
gines) made 24.32 knots on a similar trial. Both were tried at 
3,750 tons displacement, with loads including 475 tons of coal, 
the bunker capacity being 1,250 tons. This compares with a 
normal coal supply of 160 tons on the eight British 2,900-ton 
scouts, and with a bunker capacity of but 380 tons. These 
eight vessels made trial speeds ranging from 25.02 to 25.88 
knots. 


182 


International Marine Engineering 


ApriL, 1908. 


Published Monthly at 
17 Battery Place 
By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 
GEORGE SLATE, Vice-President 


New York 


E. L. SUMNER, Secretary 
and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY GRAVES KOON, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEsS. 


Boston, 170 Summer St., S. I. CARPENTER. 


Branch { 
Offices 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine Engineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 

Patent Office. t 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 


no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made im copy, or in orders for advertising, must be tn 
our hands not later than the 5th of the month, to insure the carrying 
out of such instructions in the tissue of the month following. If proof 
1 to be Semi ted copy must be in our hands not later than the 1st of 
the month. 


Lubrication. 


All machinery requires a certain amount of lubrica- 
tion, in order to keep the parts in moving contact from 
scoring each other, or from becoming heated in service. 
The extent and character of this. lubrication depend 
entirely upon the size, character and relative velocity 
of operation of the parts in question, and have to be de- 
termined upon, in general, for each particular case 
separately. 

Many different kinds of lubricants are used, some of 
which, while excellent for one class of service, are 
totally unsuited to other work. Thus, the lubricant 
which is used for a fast-running spindle is mneces- 
sarily thin and light; while that used for a heavy and 
slow-running journal, particularly where great press- 
ure is employed, must necessarily contain much more 
body than the other. In the early days of marine 
engineering it was quite usual to employ fats and tal- 
lows to keep the parts working smoothly. In the pres- 


ent days of high pressure and great powers, to say 
nothing of high temperatures, these early lubricants 
are totally ruled out of court and mineral substances 
substituted. 

The most prominent lubricants at present in use in 
the marine service may be divided into fluid and non- 
fluid mineral oils, greases of various types, and, for 
heavy uses particularly, flake graphite. In another 
column will be found a series of papers prepared for 
us by advocates of several of these kinds of lubricant, 
which we are publishing side by side, with the idea that 
a brief discussion of the various points of the several 
types may be of benefit to our readers. Each paper 
has, necessarily, its own personal bias; but the group, 
as a whole, may be said to represent, fairly, general 
practice on the subject, and not to be in the interests 
of any one manufacturer. 


The Turbine Engine. 


In another column a correspondent has taken up the 
ever-present subject of the relation between rotary and 
reciprocating prime movers, from a point of view 
which, to many, will doubtless be novel. It is quite 
apparent from his paper that he has some lingering 
sympathy for the reciprocating engine. In fact, while 
not in the least discrediting the turbine or the splendid 
results which have been achieved by it, he points out 
that, were equal refinement resorted to in the design- 
ing and construction of the steam engine of the piston 
type, equally good results would be achieved. The sub- 
ject is one of great interest, particularly in view of the 
present prominence of the turbine question, and is one 
which presents many points which might well be worth 
looking into. 

When it comes to a question of weights, however, 
always assuming that we are designing for a consider- 
able speed, the subject takes on a totally different 
aspect ; for it is quite possible to build turbines of very 
good efficiency, and high adaptability to the particular 
circumstances of the case, which will, in general, weigh 
markedly less than the reciprocating engines which 
they displace. In each case the very extremity of 
economy of fuel consumption will demand great 
weight, whether the turbine or the piston engine be 
employed; but for equal results, it seems to be estab- 
lished, beyond the peradventure of a doubt, that the 
steam turbine is without a peer for large powers when 
it comes to a question of weight. 

The balancing of a steam engine of the piston type 
may frequently be done to such a high degree of re- 
finement that vibration is reduced to a minimum. In 
this respect the turbine, as usually built, is also a 
splendid device. In either case, the operation of the 
propeller will throw masses of water against the stern 
as the several blades in their rotation approach the 
ship, and the vibration caused by this continual bom- 
bardment of the hull by relatively small masses of 


APRIL, 1908. 


International Marine Engineering 


183 


water is bound to make itself felt, especially in the 
neighborhood of the portion affected. The propeller 
is intended to discharge, directly aft, all of the water 
which comes to it, and upon which it has acted. No 
propeller does this in practice, some of the water being 
thrown out sidewise by centrifugal action; and just so 
far as the propeller fails to impart complete astern 
motion to this water does it fail in the best efficiency 
of which it might otherwise be capable. The ill 
effects are thus double—a loss in propulsive effect and 
an augmentation of the causes of vibration, affecting 
the whole resonant structure of the ship. This feature 
of the subject is taken up in one of our clippings this 
month, in which a certain discontent is referred to re- 
garding the fact that the large turbine vessels crossing 
the Atlantic are not so totally free of vibration, espe- 
cially near the stern, as some people had expected they 
would be. So long as the propeller maintains its pres- 
ent form, it will probably be totally out of the question 
_ to do away entirely with something of this sort, even 

though the engine itself be so perfectly balanced in all 
its working parts that not the slightest amount of 
vibration can be traced to this source. 


Shipbuilding Details. 


Shipbuilders, as a rule, are very secretive people. It 
is difficult to obtain, in most cases, anything of a thor- 
oughly technical character regarding either ships or 
their machinery, and the few instances in which the 
builders are sufficiently open-minded to give out in- 
formation of this sort are so relatively rare as to stand 
out sharply by way of contrast. Occasionally, how- 
ever, something of the sort is available, either directly 
from the shipbuilder or from a naval architect who has 
developed the plans, which are later put into execu- 
tion by an establishment with which he is not officially 
connected. 

A very good example of the latter class will be found 
this month in the description of two steam lumber 
schooners, built on the east coast of the United States 
for service in Pacific waters. These vessels are small, 
and, were it not for some rather unusual features in 
their construction and equipment, they would scarcely 
call for more than passing comment. We have been 
enabled, however, through the courtesy of their de- 
signer, to place before our readers some splendid de- 
tails in drawings and text, showing the methods of 
construction of a type of vessel which is becoming quite 
prevalent in the particular trade for which these two 
were designed. These details are much more extensive 
than it is usually possible to obtain regarding any ship 
structure, and, as such, are all the more valuable on 
that account. It is frequently possible to obtain gen- 
eral hull drawings of a vessel under description, and 
we even occasionally find available a ’midship section 
showing the principal scantling members. In some 


cases, however, these members themselves are not 
available, though the ’midship drawing, denuded of 
them, may come to hand. In only a very few cases is 
it possible to get such detail as has been furnished us 
in the instance under consideration. 

It is only natural that a shipbuilder who has de- 
voted time and energy, as well as capital, to the es- 
tablishment and upbuilding of a shipyard and certain 
methods of construction, should wish to jealously 
guard all such items of detail from his competitors. 
In many of the cases, however, much information of 
value could be divulged without going into the region 
of the particular practice and special secrets of the es- 
tablishment, and without much effort on the part of 
the shipbuilding establishment itself. It is very rare, 
however, to find such an establishment willing to give 
out even that which could be given without exposing 
their trade methods of construction; and this seems to 
be part of a legacy of secretiveness which has been 
carried along through the years as a portion of the as- 
sets and policy of the establishment. It is much to be 
regretted that such is the case, because the history of 
civilization has proved, time and time again, that the 
most direct and most valuable advances have come 
through a free interchange of ideas, and the adapta- 
tion of one method of producing the desired result 
where others, perhaps, have been tried with only in- 
different success. It is perfectly easy for any one in- 
terested to learn nearly everything of value which his 
competitors are doing, even to the matter of details. 
Given the will, the way will certainly be found. This 
makes it all the more inexplicable why so much re- 
ticence should be observed with regard to the most 
fundamental features of a given structure. 

In some cases this reticence is carried to an extreme 
limit, as, for instance, in the case of one firm to which 
we wrote, asking for the cylinder diameters and strokes 
of the propelling engine and a number of auxiliary en- 
gines in a vessel which they had constructed. Even 
such usual and general data as this were refused us, 
owing, apparently, to an iron-clad rule not to divulge 
anything which could possibly be of service to any 
other member of mankind, even though this service 
might not be in the slightest degree a detriment to the 
establishment in question. It strikes us that this pol- 
icy, when carried to such extreme limits, is totally 


‘wrong, and that very little can be adduced in its favor. 


Tt is possible that, in some cases, a confidence may have 
been broken, and that an event of this sort has pre- 
disposed the managers against any sort of publicity 


other than that of glittering generalities, with which 


the daily newspapers delight to deal. As a general 
proposition, however, the shipbuilder will find the tech- 
nical journalist entirely willing to go hand-in-hand 
with him—to respect whatever confidences may be im- 
posed—and to give out no more in the way of informa- 
tion than the builder is willing to have made public. 


184 


International Marine Engineering 


APRIL, 1908. 


Progress of Naval Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports, Feb. 10, 1908, the following percentage of completion 
of vessels for the United States navy: 


Jan. 1. | Feb.1 
BATTLESHIPS. 
Tons. | Knots. 
Tdahoseeeeeerice 13,000| 17 Wm.Cramp & Sons........... 94.12 | 95.9 
New Hampshire.| 16,000) 18 New York Shipbuilding Co..... 95.3 97.8 
South Carolina..| 16,000] 184 | Wm. Cramp &Sons........... 33.76 | 36.4 
Michigan....... 16,000} 184 | New York Shipbuilding Co..... 37.9 41.6 
Delaware....... 20,000} 21 Newport News'S. B. & D. D. Co} 7.05 9.2 
North Dakota...| 20,000| 21 | Fore River Shipbuilding Co...) 12.7 17.5 
ARMORED CRUISERS. 
North Carolina..| 14,500| 22 Newport News Co............ 96. 97. 
iMontana-eeeeen 14,500| 22 Newport News Co.......:.... 91.31 | 93.4 
SCOUT CRUISERS. 

Chester........: 3,750| 24 Bathilronyworksse meee 95.15 | 96.2 
Birmingham....] 3,750) 24 Fore River Shipbuilding Co.....| 93.71 | 96.2 

alemuntarsteteteterets 3,750| 24 Fore River Shipbuilding Co.....} 92.09 | 93.9 

TORPEDO BOAT DESTROYERS. 
Number 17..... 700| 28 Wm. Cramp &Sons..:........ 0.0 4.5 
Number 18..... 700) 28 Wins Grampicasonstepe meee 0.0 3.8 
Number 19..... 700| 28 New York Shipbuilding Co..... 3.4 5.1 
Number 20..... 700} 28 iBathilron\wWorksBeeeeeerreike 0.0 2.5 
Number 21..... 700| 28 Bath#lr onawOrks rseneetttetarctere 0.0 2.5 
SUBMARINE TORPEDO BOATS. 

Cuttlefish....... | _— — | Fore River Shipbuilding Co.....| 99. 99. 


ENGINEERING SPECIALTIES. 


A Six=Cylinder Three=Hundred=Horsepower Motor. 


The engine illustrated is placed upon the market by J. W. 
Brooke & Company, Ltd., Adrian Works, Lowestoft, and is 
designed to develop in six cylinders a total of 300 brake horse- 
power. Each cylinder is cast separately, with mechanically- 
operated valves placed on opposite sides. The engine is fitted 
with a high-tension magneto and high-tension synchronized 
ignition. The crank chamber is of cast steel, made in halves, 
and bolted together in the center for facility in machining. 
The crank shaft, which is 344 inches in diameter, is of nickel 
steel in one piece, and runs in bush bearings located between 
the successive dips. Two cam shafts are employed, one on 
either side of the engine, our photograph showing the admis- 
sion valve side. 

The cylinders are Ic inches in diameter with an 8-inch 
stroke, and are of cast iron. To economize space they are set 
askew on the crank chamber. Starting is facilitated by means 


of a one-third compression release device, and it has been 
found in practice that the engine will start in this way very 
readily. After once under way the full compression automatic- 
ally comes into operation. One carbureter is employed for 
the six cylinders, this having been found preferable to using 
a separate carbureter for each cylinder. A metal-to-metal 
clutch is provided, operated by a lever. Lubrication is 
automatic. 


A Small Lighting Set. 


The set illustrated is made by John I. Thornycroft & Com- 
pany, Ltd., London, and consists of a small generator direct 
connected to a 6-horsepower petrol (gasoline) engine. This 


engine has a single cylinder, 4% inches in diameter, with a 
stroke of 5 inches, and is designed for operation at 1,000 revo- 
lutions per minute. 


It is especially suitable for use with 


paraffin (kerosene), on which the brake-horsepower is stated 
to be 5. 

The same motor, with slight modifications in the base, has 
been developed for the propulsion of small boats, but in its 
present illustrated form it is of particular interest, because of 
its simplicity and effectiveness as an outfit for lighting sailing 
vessels, motor and other yachts, and country houses. 


APRIL, 1908. 


International Marine Engineering 


185 


An Improved Blow-Off Valve. 


The cut illustrates an improved design of blow-off valve, 
which embodies a number of important features highly ap- 
preciated by users. Heretofore the seat has been so located 
that, as the disk approached it, there would be an accumula- 
tion of scale and sediment. The effect of this has been to cut 
out the bearing surfaces to such an extent that in a short time 
the valve becomes leaky. Various methods have been in- 
vented whereby the disk would fit tightly in the valve body, 
the object being to prevent the scale from passing on to the 
seat bearing after the disk had passed and cut off the inlet. 
This method, however, has not proved satisfactory, as the 
valve soon wears, and in a short time permits the passage of 
scale and sediment. These defects are said to have been 
overcome in this design. The plug fits snugly in a separate 


V 
ey) 


and easily removable bronze casing, which can be readily re- 
placed when worn. Any accumulation of scale or sediment 
that might remain on the seat, before the disk is brought in 
contact with it, is washed off by the water which passes around 
the plug when seating. 

It will be seen that the plug C carries a reversible, double- 
faced disk D, secured to the plug by stud H and nut J. This 
plug is guided perfectly in the valve body A. The bronze seat 
ring E is screwed into a second brass ring F, the object being 
to make it possible to renew E very easily in case it becomes 
worn. At the back of the valve is a plug B, the use of which 
is to permit the introduction of a rod to clean out the blow-off 
pipe when desirable. The stem M, which raises and lowers 
the disk, is held in place by lock-nut L, which is prevented 
from unscrewing by non-rotating washer K. The threads 
of the stem operate within the bronze bushing in the top of the 
yoke, which bushing can easily be removed. The disk, having 
two Babbitt-faced bearings G G, can be replaced at small 
cost, or the user of the valve can melt out the old Babbitt and 
pour in new metal, and after this is faced off the disk is as 
good as new. 

The valve, known by the trade name “Duro,” is constructed 
and carefully tested by the Lunkenheimer Company, Cin- 
cinnati, Ohio, who claim for it extreme durability. 


A New Albree Portable Riveter. 
Where the work is heavier than the tool it is much more 
convenient and economical, if not absolutely necessary, to keep 
the work in a stationary position and use a portable tool. This 


practice is particularly desirable in riveting heavy and un- 
wieldy structural and boiler work. The hydraulic riveter is not 
practical for this service, on account of the difficulty of pro- 
viding high-pressure water lines and carrying away the ex- 
haust water. An air-driven machine, however, similar to the 
one shown in the illustration, which is manufactured by the 
Chester B. Albree Iron Works Company, Allegheny, Pa., is 
admirably adapted for this work, as the air is conveyed to it 
by a rubber hose, and the exhaust takes place directly into the 
atmosphere. 

The riveter illustrated has a 6-inch reach, will drive a 7%-inch 
rivet, and weighs 850 pounds. When desired this machine may 
be equipped with the maker’s universal bail, which will hold 
it suspended in any position. It will be noted that only a 
comparatively small cylinder is used, the necessary pressure 
being obtained by the toggle leverage shown, and as the rivet 
is driven by one squeeze the number of rivets the machine can 
drive is practically unlimited. Therefore, the amount of rivet- 
ing that can be done is merely a question of getting the ma- 
chine from one rivet to the next; in other words, the cost of 
riveting is almost entirely the cost of moving the machine. 

To show what has been done with such a machine, under 
favorable circumstances, the astonishing record of 12,000 rivets 


driven in ten hours’ time is claimed. The work was a long 
plate girder, and the machine was suspended from a trolley 
on an overhead runway. The operator, with practice, had 
become very expert in moving the machine from one rivet to 
the next, the spacing being equal, and several heater boys 
keeping the holes ahead of the machine full of hot rivets. The 
rivets were 34 inch diameter and driven hot, and the dies were 
replaced by cool ones at given intervals. 


TECHNICAL PUBLICATIONS. 


Massen-Distillation von Wasser. By Ludwig Bothas. 
Size, 5% by 834 inches. Pages, 53. Figures, 8. Berlin, 1908: 
Julius Springer. Price, 2 marks. 

This little work is divided into five sections, covering re- 
spectively the different methods of cleansing water; the con- 
struction and operation of water distilling plans; the con- 
version of distilled water to railroad service; the drinking 
water distilling plant of Baku; and an appendix giving a 


186 


bibliography of distilling plants and a number of illustrations. 

The subject is taken up from the points of view of filtration, 
sterilization, distillation and chemical cleaning, and is based 
largely on Russian practice, the author being one of the gov- 
ernment public works officers in St. Petersburg. In the spe- 
cific case of the description of the plant at Baku, a population 
of 200,000 inhabitants is supplied with good drinking water in 
a portion of Russia where atmospheric precipitation is rare, 
and rivers and good springs in the neighborhood are entirely 
lacking. This has made it necessary to make use of water 
“which, without treatment, would be totally unfit for drinking, 
and the results are said to have been entirely satisfactory with 
regard both to the chemical composition of the water as al- 
tered, and its adaptability to household uses. 


The Naval Pocketbook. Edited by Geoffrey S. L. Clowes. 
Size, 3% by 5 inches. Pages, 966 + xl. Numerous illustra- 
tions. 1907, London: W. Thacker & Company, 2 Creed Lane, 
E. C. Price, 7/6 net. 

This is one of a series of annual volumes dealing with the 
navies of the world, and giving a vast amount of information 
regarding the individual ships of which those navies are com- 
posed. Beginning with the British navy, the various other 
fleets are arranged in alphabetical order, and under each head- 
ing the ships are grouped according to types and dates, battle- 
ships preceding coast defenders, after which come armored and 
protected cruisers, torpedo gunboats, destroyers and torpedo 
boats. The details given include the main dimensions of the 
ships; displacement; power; speed; coal capacity; in many 
cases details of the engines and boilers, such as the cylinders 
and heating and grate surfaces; a statement as to the armor 
protection for both the hull and the battery; a detailed outline 
of the battery itself; and in some cases certain portions of the 
weights, as of hull, armor, etc. Trial-trip results are given in 
many cases, as well as designed powers and speeds, and the 
whole work is ainually revised and brought as nearly as pos- 
sible up to date. 

In addition to the lists of ships, etc., there are tables of 
heavy and light guns used in the various naval services, the 
particulars including the size, weight and length of gun, 
weight of projectile and powder charge, and such ballistics as 
the muzzle velocity, energy and perforation in wrought iron. 
A very complete table of the drydocks of the world, arranged 
in geographical order, follows; and there are a number of 
minor tables, for the conversion of measures, including trial- 
trip tables, etc. 

The last section of the book consists of 136 pages of illus- 
trations of the principal war vessels of the different powers. 
These are all line drawings and show the general distribution 
of battery and armor, there being in each case both an out- 
board profile and one or more deck plans. These are carefully 
drawn to scale, and are believed to be quite reliable. In each 
case only one ship, of course, of a given type is illustrated, 
unless there are important differences between such a ship and 
its sister ships. The number of ships illustrated is 136, but as 
each illustration serves to show the characteristics in general 
of from three to as many as ten ships, it might be stated that 
somewhere in the neighborhood of 500 of the most important 
vessels are here represented. 


A History of the United States Navy. By John R. Spears. 
Size, 536 by 8 inches. Pages, 334 + xii. Illustrations, 22. 
New York, 1906: Charles Scribner’s Sons. Price, $1.50 (6s.). 

This history is compressed within the limits of a con- 
venient volume, and deals more with details of the various 
naval actions in which the United States vessels have fought 
at various times than with the details of material development, 
such as would be found in a more technical treatise. The 
latter features are not passed over without attention, but the 
main idea seems to have been to present a history from the 


International Marine Engineering 


APRIL, 1908. 


point of view of a narrative dealing with action, rather than 
with the results of study of types of ships and distribution of 
guns. The preface states that “it was in the belief that every 
history of the United States navy claims attention first of all 
as a hero story that this one was written.” 

Some consideration has been given to the facts and condi- 
tions which have from time to time created public sentiment in 
favor of the employment of the navy, or against it. Of par- 
ticular interest in this connection is the story of the building 


‘of a navy to throw off by main force the thraldom under 


which, over a century ago, all civilized nations were paying 
tribute to the Barbary States on the Mediterranean coast of 
Africa. Attention is called to the influence upon naval con- 
struction of such epoch-making events as the battle between 
the Monitor and the Merrimac; and consideration is given to 
the effect that brilliantly fought naval battles have upon 
character. 

The work is divided into thirty short chapters, beginning 
with the organization of the first navy during the opening 
months of the War of the Revolution, and carrying the 
reader through that war, the war against the African pirates, 
the brief war with France, the war of 1812 against England, 
the civil war in the United States, and the war with Spain. 
Owing to the great range of operations during the war of 1812 
and the civil war, these are, of course, given most extensive 
treatment, and the illustrations covering ships, battles and 
commanders are especially interesting. 


The Gas Engine. By Frederick R. Hutton, E. M., Ph. D., 
Se. D. Size, 6 by 9 inches. Pages, 562 + xx. Figures, 241. 
New York, 1908: John Wiley & Sons. Price, $5. London: 
Chapman & Hall, Ltd. Price, ats. net. 

This is the third edition of a treatise on the internal com- 
bustion engine, using gas, gasoline (petrol), kerosene (par- 
affin), alcohol or other hydrocarbon as a source of energy. 
The work is divided into twenty-one chapters, the first four 
of which are devoted to theoretical and practical considera- 
tions regarding heat and energy, and the heat-engine cycle. 
These comprise nearly one-third of the volume. The next 
four chapters deal with engines using the various types of 
fuels, these chapters being descriptive, in large measure, and 
illustrative of the various types. The other chapters cover 
such subjects as the proportioning of mixtures, carburation, 
ignition, governing, the cooling of the cylinder, the treatment 
of the exhaust, the manipulation of gas engines, their per- 
formance and tests, theoretical analysis of the gas engine, ex- 
periments, costs of operation, etc. The most extensive chapter 
of all is that covering the theoretical analysis, this being not 
less than 139 pages, or practically one-fourth of the volume. 

In this work, in general, the treatment of the design of 
engine parts has been omitted, partly because of the extra 
bulk which would have been entailed in the book, and partly 
because of the recent appearance of a book upon gas-engine 
design, by Professor Lucke. The descriptive material, how- 
ever, is complete, and a considerable amount of information 
which would naturally come under the head of design is 
here included. The treatment of mean effective pressure, of 
efficiency, of the guarantee, and a discussion on the producer- 
gas engine, and on alcohol as a fuel, are new features of this 
edition. The value of the analysis of the different cycles under 
which various types of gas engines operate is also increasing, 
as more attention is paid to these matters by engineers in 
general. 

The illustrations are mainly of the line type (principally wax 
cuts), but a few half-tones of typical engine installations have 
been incorporated, some of them in the text, and others on 
insets. Ten pages at the rear of the book have been devoted 
to a very complete index, just previous to which are three 
pages covering a table of hyperbolic logarithms. 


APRIL, 1908. 
Fighting Ships, 1907. Edited by Fred. T. Jane. Size, 12 
by 7% inches. Pages, 500. Numerous illustrations. London, 


E. C., 1907: Sampson Low, Marston & Company, Ltd. Price, 
2is. net. 
In many respects the most complete naval publication to be 
found is the present volume, the compilation of which must 
have represented a tremendous expenditure of energy. The 
general scheme is somewhat similar to other annual works of 
the same sort, in which there are published side by side infor- 
mation regarding the various warships of the several powers, 
and sketches showing the general distribution of the battery 
and armor, the masts, funnels and other parts of the ship. 
This work, however, goes much farther than this, in that it 
includes also reproductions of photographs from at least one 
in every type of completed ship, and differentiates in minor 
points as between ships of the same type or class, so as to 
enable the different vessels to be readily recognized at sea. 
The amount of information contained, and especially of de- 
tailed information regarding the principal military features 
of the ships, is extremely great, and, as the work is under- 
going continual revision, it is very improbable that any serious 
errors can have passed through the editor’s hands. The 
various guns and items of armor protection are classified 
according to arbitrary standards, so that it is quite possible to 
compare with considerable satisfaction guns of different types 
in the different navies. In many cases the weight is given of 
the armor as a whole, while in some cases the weight of bat- 
tery with ammunition is also given. The comments running 
through the entire work are especially valuable as indicating 
points which are not generally known, such, for instance, as 
the loading positions of the big guns, and the amount of 
ammunition carried per gun. 

In addition to the extremely complete list of ships, with 
photographs and diagrams, there are silhouettes of most of the 
important war vessels, as well as some of the principal ocean 
liners, which might, on occasion, be impressed into service as 
auxiliary cruisers. These silhouettes are, of course, taken from 
directly abeam, and in each navy are classified accerding to the 
arrangement of funnels and of masts, these being, of course, 
the most conspicuous features of a ship when seen at a 
distance. 

The second part of the book includes a number of chapters, 
or essays, devoted to various naval subjects, such as new war- 
ship construction, which is a résumé of naval construction 
within the past few months; programs of new construction; 
notes upon battery and armor; tables showing the numbers 
of ships in the principal navies fitted with guns capable of 
penetrating armor at a distance, and the ships with belts of 
considerable thickness, and fitted to withstand the attack of 
heavy projectiles. Warship Engineering includes tables of all 
warships fitted with turbine engines, and diagrams showing 
the arrangement in certain special cases. Following this are 
diagrams of the various principal types of boilers, information 
on steering gears, coaling at sea, and various auxiliary devices 
for use in the engine room. The boilers are given some con- 
siderable attention, a brief description being given of each of 
about a dozen different types. The British naval maneuvers 
of 1906 are treated in some detail, and the work ends, with 
a list and silhouettes of all merchant liners of over 5,000 
tons gross belonging to the different merchant fleets of the 
world, and classified according to nationality and to location 
where usually found. 

In the preface attention is called to the fact that each ship 
is treated entirely on one page in the book, and that not only 
the silhouettes and diagrams have been kept thoroughly up to 
date in connection with changes continually being made in all 
of the fleets of the world, but also recent photographs of war- 
ships have been substituted in very many cases for older ones. 
In treating of the various battleships of the latest types, it is 


International Marine Engineering 


187 


stated that few if any warships are likely to be built in the 
future which cannot usé all their heavy guns on one broadside. 
“America in the South Carolina led the way in this direction. 
and the ship of the future is bound to be some improved 
variation of her. 

“In the agitation now proceeding as to the relative superior- 
ity of the British fleet, it is somewhat curious that the points 
tabulated,” with regard to the vessels carrying heavy armor- 
piercing guns, and those carrying waterline belts safe against 
various guns at more than 4 miles range, “have been little 
discussed. These tables omit all ships projected in 1907-1908 
programs. Such figures would slightly increase the United 
States superiority in long-range attack. The extremely high 
figures for the United States ships afford food for consider- 
able thought; for both in ships with high powered guns and 
in ships impervious to vital injury at long range the United 
States fleet is superior to any other navy in the world. Even 
by the inclusion of 40-caliber 12-inch guns of types extinct, so 
far as new ships are concerned, the United States is an ex- 
tremely good second, and the corresponding lead in invulner- 
ability outside 7,000 yards is considerably increased.” <A 
small table shows that with the 12-inch 45-caliber guns, or the 
equivalent, the United States and Japan have each twelve ships 
built and building, while England and France have ten each 
and Germany six; including the 4o-caliber guns Britain leads 
with forty ships, followed by the United States with thirty- 
four, France with twenty-seven, Japan with twenty-six and 
Germany again with six. 

Lake Shipyard Methods of Steel Ship Construction. By 
Robert Curr. Size, 6 by 9 inches. Pages, 172. Figures, 187. 
Cleveland, Ohio, 1907: The Penton Publishing Company. 
Price, $2 (8/4). 

This is largely a reprint of articles which appeared during 
1907 in The Marine Review. It is very profusely illustrated, 
and gives detailed information as to the methods of construc- 
tion by which such remarkable results have been achieved by 
the shipbuilders on the Great Lakes. It is devoted largely to 
a description of the mold system now almost universally in 
use on the lakes, by means of which the entire vessel is laid 
out, practically before the assembling of the different parts 
begins. In particular, the shell plating is all laid off in the 
mold loft, and the plates, as cut and punched, are so marked 
as to make identification easy as soon as the construction has 
proceeded to such a stage as to require any given plate. 

The work is in twelve chapters, covering respectively laying 
off, bulkheads, molds, stern plating, expansion of plating, keel 
and center keelsons, bow framing and plating, engine founda- 
tions, deck houses, masts, the erection of material and the ad- 
vantages of mold work. Most of the illustrations are sketches 
showing the methods of joining together the various parts of 
the structure, as well as the methods of laying them out. A 
few half-tones are used to illustrate various operations under 
way, and to show some of the methods by which the work is 
carried out. The book seems to be a very complete exposi- 
tion of the methods in use on the lakes, and as such should 
prove a valuable aid to designers, and to any others interested 
in this subject. 

Annual Report of the (Japanese) Mercantile Marine 
Bureau for 1906-1907. Size, 7% by 10% inches. Pages, 135 
+ v. Tokyo, 1907: Published by the Department of Com- 
munications. 

This is largely a book of tables covering the shipping and 
shipbuilding of Japan, with statements showing the total num- 
ber and tonnage of vessels at the end of 1906, the classifica- 
tion of registered vessels of various types, the ‘shipbuilding 
establishments and their operations during the year 1906, 
casualties, life-saving equipment, certificates and licenses, en- 
trances and clearances of shipping at the open ports, light- 
houses, encouragement given by the government to shipbuilding 


188 


International Marine Engineering 


APRIL, 1908. 


and ship owning, in the shape of subsidies, and various other 
items of kindred nature. 

The merchant marine of Japan, at the end of 1906, is stated 
to have included 2,103 steamers of 1,041,500 gross tons, and 
4,547 sailing vessels of 354,356 gross tons, besides 22,632 junks. 
The number of vessels entering and leaving the four open 
ports (Yokohama, Kobe, Nagasaki and Moji) was 57,825, of 
an aggregate of 83,304,133 gross tons. This includes both ships 
entering and ships leaving, and includes also the coastwise 
traffic. Examination of the tables shows that Kobe was the 
largest port, with 15,220,566 tons entered, and a slightly larger 
tonnage cleared. Moji stands second, with Yokohama and 
Nagasaki following. If we omit coastwise traffic, Moji stands 
first, with 10,311,653 tons entered, and about the same amount 
cleared; with Kobe second, and the other two ports following. 

Navy Year Book. Compiled by Pitman Pulsifer. 


556 by g inches. Pages, 643. Washington, 1907: 
Printing Office. 


This book is a compilation of all of the annual naval appro- 
priation laws of the United States from 1883, when the first 
steel vessels of the so-called “new navy” were authorized, up 
to, and including, 1907. The first 570 pages of the work are 
taken up with verbatim reports of these various laws, forming 
a splendid volume for reference in connection with appropria- 
tions for the construction of ships, their armament, armoring 
and equipment, their maintenance, and all the various items 
of expenditure of a large sea-going naval establishment. 

The next 39 pages of the book are devoted to tables, showing 
the naval appropriations for the various years; an alphabetical 
list of all war vessels authorized during the years in question, 
this list showing the name, type, displacement, speed, draft, 
contract price of hull and machinery and the date of authori- 
zation. The next set of tables lists by years the various ships 
authorized, and gives the same particulars regarding them as 
in the preceding table. This shows that during the years in 
question there have been authorized no less than 170 ships, of a 
total of 754,762 tons displacement. Next come tables showing 
the actual total cost of each completed ship of over 2,000 tons 
displacement, with a statement of the expenditures up to June 
30, 1907, on vessels under construction. This table shows that 
the most costly vessel in the navy at present is the Connecticut, 
with $7,667,607 (£1,575,590). One other, the Kansas, is over 
$7,000,000 ($7,071,143, or £1,453,025), while the armored 
cruisers are of approximately the same cost per unit as the 
battleships. The most inexpensive of all the battleships of 
over 10,000 tons was the JIlinois, at $4,621,409 (£940,637). 

Next come tables showing under the several vessel classi- 
fications the number and displacement of warships built and 
building for Great Britain, United States, France, Germany, 
Japan, Russia, Italy and Austria, with tables showing the 
dates, names, displacements, batteries and speeds of all the 
battleships and armored cruisers built and building for these 
eight powers. Another table gives the time of building battle- 
ships for the United States, the longest period having been 5 
years 5 months and 12 days for the Ohio of 12,500 tons; and 
the shortest, 2 years 9 months 13 days for the Vermont, of 
16,000 tons. The average for the twenty-two vessels com- 
pleted at the date of the report was 4 years 0 months and 22 
days. In each case this comprises the interval between the 
laying of the keel and the date of first commission. 


Size, 
Government 


The French cargo steamer La Rance, which we described last 
September (page 371), and which is fitted with Lentz valve 
gear and Pielock superheaters, has shown a coal consumption 
of 0.408 kilogram (0.8995 pound) per horsepower per hour, 
as compared with 0.511 kilogram (1.127 pounds) for her sister 
ship Garonne, fitted with “ordinary” engine and boilers. La 
Rance developed 1,690 horsepower, as compared with about 
1,430 for Garonne. 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


Q. 399.—Will producer gas work as well with two-cycle engines as 
with four-cycle engines? At SE: 


A.—A two-cycle engine could be designed, in such a manner 
that the charge of gas and air could be forced into it under a 
few pounds pressure by a positive blower, that would work to 
perfection. The objection to the two-cycle engine for use with 
producer gas applies only to that type which uses crank-case 
compression. It is probable that the gas, which carries con- 
siderable sulphur and carbonic acid, would corrode the brass- 
work, composition boxes, etc., and affect the oil in the crank 
case. Besides, with the suction producer, it would have to 
draw its charge of gas and air under some five or six ounces’ 
of vacuum in some cases, which would cut into the power of 
the engine. I have never tried this two-cycle engine, and 
these objections may not be as large as ‘they seem. H. W. T: 


Q. 400.—With an eccentric sheave 15 inches in diameter and a 5-inch 
throw, and the engine on dead center, the sheave is moved 4% inch on 
the shaft. How much does it move the valve? The size of shaft is not 
known. 40 bis 


A.—Assuming that the valve has no lead, the eccentric will 
be approximately at right angles to the position of the crank, 
and the virtual position of its center will be practically in a 
horizontal plane containing the center of the shaft. A move- 
ment of the sheave on the shaft of ¥% inch would produce in 
the valve a movement of (1% inch times the cosine of the 
angle between a vertical through the center of shaft and the 
virtual valve rod). As the length of this rod is very great in 
comparison with the 5-inch throw of the eccentric, the value 
of this cosine would be almost unity. We may say, then, that 
the movement of the valve would be only an extremely small 
fraction less than % inch. 

The size of the shaft has no bearing on the matter, because 
the eccentric is moved always in such a way that its center 
traverses a circle the diameter of which is 5 inches, or the 
throw of the eccentric, and this is the figure which would be 
used in such a computation. If, as customary, the valve has 
a lead, the eccentric would not be approximately at right angles 
with the crank, and the extent of this lead would have to be 
known before a computation could be made. This would 
considerably alter the solution, reducing the movement of the 
valve for a given movement of the sheave. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esgq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
ID), G 


874,356. MARINE TURBINE. EDWIN _€. CARNT AND AN- 
DREW FORSTER, EAST COWES, ISLE OF WIGHT, ASSIGNORS 
BE Ne -THIRD TO J. S. WHITE AND CO., LIMITED, EAST 
© 


Claim 1.—A parallel flow single drum marine turbine oppositely 
bladed at the steam entry part, thereby constituting a self balance, and 
bladed at the remaining part in opposition to the propeller thrust, and 
the whole interior of the drum of which turbine is in communication 


SSSSig 


APRIL, 1908. 


International Marine Engineering 


189 


with the outlet ends of the blading of the self balance and the inlet 
end of the blading of the propeller balance, and constitutes a passage for 
steam from one to the other. Two claims. 
874,317. BOW-FACING OAR. HENRY FLINT, ST. LOUIS, MO. 
Claim 1.—A bow-facing oar composed of two sections, a slotted tilt- 
ing plate, each section pivoted on a line central to the slot, and so 


ON) LLL 
Hh 


fulcrumed as to move both sections in the same direction, so that a 
boat can be propelled in the facing direction of the oarsman by a pulling 
mgtion. Three claims. ; 

874,646. BUOY. THOMAS L. WILLSON, OTTAWA, CANADA, 
ASSIGNOR TO UNITED STATES MARINE SIGNAL COMPANY, 
JERSEY CITY, A CORPORATION OF NEW JERSEY. 

Claim 4.—A whistling buoy having a whistle, two air compressor 
tubes operating the whistle and diametrically opposite each other, and 


\ 


mooring chains attached fixedly to the buoy and extending in the direc- 
tion of the plane of the two tubes, so as to hold the edge of such plane 
to the current. Eight claims. 

875,210. CANOE CARRIAGE. JULES J. RAVAILLIER, PARIS, 
FRANCE. 

Abstract.—The invention comprises generally a vehicle body having a 
lower or base portion in the form of a boat, and supporting wheels pro- 
vided with tread portions adapted to propel the vehicle upon solid 


surfaces, and having propelling means for navigating the vehicle in 


water. The forward wheels are connected with suitable steering appa- 
ratus for guiding the vehicle on land, and said wheels are also adapted 
for guiding the vehicle in water; and suitable motive power is pro- 
vided in the vehicle for driving said wheels. Six claims. 


875,199. CONVEYING APPARATUS. THOMAS S. MILLER, 


SOUTH ORANGE, N. J. 
Claim 2.—In a conveying apparatus, in combination, an outgoing 


rope, an incoming rope, an engine whereby they are moved inversely, 
stops on one of said ropes and a load carriage engaging said rope be- 
tween said stops, and also engaging the other rope. Thirteen claims. 
875,784. SHIP’S HATCH. JOHN REID, NEW YORK. 
Claim 1.—In a ship’s hatch construction, the combination with suit- 
able supports projecting upwardly from the sides of the hatchway, of 


a cover traveling along said supports, a cover adjoining the aforesaid 
cover and arranged in a higher level, means for raising and supporting 
the upper cover, and means for causing the lower cover to travel along 
said supports under the higher cover. Nine claims. 

875,752. DEVICE FOR RETARDING AND STOPPING THE 
MOTION OF SHIPS. EUGENE P. A. VILLETTE, LILLE, 
FRANCE. 

Abstract.—In each side of the ship and according to the height of the 
same (from the keel to the waterline) are provided spaces to admit 
iron plates which partake of the form of paddles, though such form may 


= SS 
SS ARARRARAURU EES CUES 


es 7 


be varied. The plates are movable and rotatable on hinges secured to the 
side of the ship. Further, the plates are provided with a maintaining 
rod, located in the center of the plates for instance, and connected to 
the driving device located in the ship. Two claims. 

876,188. MARINE PROPULSION. ALBERT E. BEEBE, MAY- 
VILLE, N. D. 

Claim 2.—A propeller comprising opposite sprocket chains, sprocket 
wheels receiving the same, cross-bars between the opposite sprocket 
chains, brace rods between the cross-bars in the direction of length of 


the sprocket chains, paddle blades pivoted to their respective cross- 
bars, stays made in sections pivoted together, and pivoted at one 
end to the paddle blades and at their opposite ends to their respective 
cross-bars, and stops for limiting the closing movement of the paddle 
blades and mounted on the brace rods. Four claims. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 


don, W. C. 

19,106. LIQUID FUEL BURNERS. REGULATING OIL SUP- 
PLY. T. CLARKSON. 

A thermostat, of the kind in which two metals having different co- 
efficients of expansion are employed, actuates the valve controlling the 
supply of liquid fuel to the burners of a steam generator, through the 
medium of a removable rod having no appreciable expansion. This 
rod may be interchanged with others of different lengths, so that the 
temperature at which the thermostat comes into operation may be 
varied. The thermostatic portion comprises a tube fitting in an outer 
tube, through which circulates steam from the generator, and a rod 
supported loosely in the inner tube and of a different expansibility. A 
removable rod is interposed between the end of the first rod and the 
valve, and is preferably rounded at its ends. 


190 


International Marine Engineering 


APRIL, 1908. 


17,591. CAPSTANS. S. RICHARDS, LOWESTOFT. 

Relates to capstans driven from steam engines located on the top of 
the capstan, and consists in mounting them so as to permit ready access 
to the steam pipes passing up within the hollow spindle of the capstan. 


Ee 


AS oe 


PS 


The elevating base is formed in one casting, preferably as a towing post 
or bollard. The underpart of this base is hollow, and is fixed over an 
aperture cut in the deck. The upper surface is fashioned as the pan 
having a central collar and passage for the pipes. Access may also 
be had to the interior through apertures in the bollard. 

17,783. ELASTIC FLUID TURBINES. R. HADDAN, STRAND, 
LONDON, W. C. 

Relates to adjustable valve regulating devices for the stages of 
multi-stage axial or radial elastic fluid turbines, adapted to allow the 
ratio of the nozzle openings in successive stages to be varied according 
to the load. As applied to a parallel-flow turbine with éight stages, the 


nozzle openings of the first four stages are regulated by slide valves 
connected by an adjustable device to a shaft, which is:operated by hand 
or by a governor. 


The slide valves are worked by valve rods, each of 


which is connected at one end to a rocking lever, which is fixed by 
means of an adjustable pin-and-slot device to a disk fixed on the 
shaft. The rocking levers are adjusted so that the ratio of the nozzle 
openings is varied according to the load, a light load requiring a high 
expansion ratio, and a heavy load a low expansion ratio. The slide 
valves may work on roller bearings either smooth or toothed. The 
valves may be formed as rocking sectors, with one or more ports, or as 
rocking cylindrical valves, or as slide valves operated by rocking slotted 
levers and having one or more ports. The valves are preferably 
balanced. The details may be otherwise modified. 


17,802. SCREW PROPELLERS. G. RABBENO, SPEZIA, ITALY. 
The blades are formed of two sheets of metal with an intermediate 
space, and united at their edges only by being cast solid. The object 


rn 
N 
/ oN 
/ hoy 
t ' ‘ 
! AA H \ 
I ay aes 
Bs ! ' 
{ oe i ' 
t A t 
€ eaeee BA —— eee n 
(7 Aw PS 
A ee 
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\ % / 
a ZZ / 
\ ZG 7 
ZG 
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BiG vA 
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cee hae a eS ESS a 


is to render the blades more flexible. In a modification, the lamine are 
brazed together. Small propeller blades may be made by flattening a 
hollow cylinder of metal by pressing it upon a series of molds. 


18,145. ELASTIC FLUID TURBINES; IMPACT WHEELS. R. 
J. HODGES, DEVONSHIRE SQUARE, LONDON. 

Relates to the type of impact wheel in which the steam is caused to 
take a spiral path about the periphery of the rotor. Three methods of 
forming the buckets are described; a semicircular groove is turned in the 
periphery of the rotor to enable the buckets to be milled. The groove 
is afterwards filled by a split ring, which is sprung into place and 
then secured by soldering, etc., and by wire wound upon it under ten- 
sion. In a modification, the bucket walls may be integral with the split 
ring, which is secured in the same way. In another construction the 
bucket walls are all separate, and are held in position by a ring. The 
spiral redirecting passages increase in width from the nozzle by the 
pitch of the buckets. A space equal to the pitch is also left between the 


Seo 


Ns 


redirecting passages. Several wheels may be arranged in series on the 
same shaft. 


18,012. SCREW PROPELLER. G. QUICK, ROSEHILL, 
BOURNEMOUTH. 


The blades are constructed with their leading edges of double bevel 
or chisel shape, the angles of each side of the edge being preferably 


(| 


cM 


MEP 


MMMM ae 


equal. From the leading edges to some distance past the mid-length 
of the blade, the thickness of the blade is uniform, and then gradually 
decreases in thickness to the following edge, as shown in the sections. 
This construction insures that both faces of the blades are of the same 
Bian and that the thickness of the blades is uniform at the same 
radius. 
18,833. SHIPS’ TANKS; FRAMING. E. H. O. R. ROPNER, 
STOCKTON-ON-TEES. : 
Vessels of the trunk type are provided at each side of the trunk with 
water ballast tanks formed of the side of the trunk, the deck, the 
lateral extension of the trunk deck, and a wall intermediate of the trunk 
side and gunwale. The tanks are fitted with web plates spaced through- 


out the whole of their length. Web frames support the tanks, and are 
connected to the double bottom. Portable or fixed pillars may be fitted, 
but, when dispensed with, diagonal pillars are fitted between the sides 
of the vessel and the under sides of the tanks. Cross pipes or passages 
may connect the tanks. The tanks extend the entire length of the 
cargo holds, stopping at or about the forward and after bulkheads, or 
they may be fitted for only a part of the length of the vessel, and may 
be applied to vessels having sloping decks or sloping trunk sides. 


18,922. SHIPS’ FRAMING; TANKS; DECKS. H. BURRELL, 
GLASGOW. 4 : 

Cantilever webs, constructed of plates suitably stiffened, are con- 
nected by brackets to the sloping bilge tank, and support the ship’s 
side and upper structure. In conjunction with the webs, cantilever 
brackets, built out from the bulkheads, support the central portion 
of the top deck, so that the whole of the ship’s structure is supported 


olololol” 


without the aid of stanchions or beams in the cargo space. The deck 
plating is pierced by a series of small openings, to facilitate the pas- 
sage of grain into the hold below. When the sloping corner tanks are 
used in conjunction with ordinary floors, the floor plate is connected 
to the lower boundary plate by lugs, and the lowest strake of the tank 
plating is extended beycnd this boundary plate so as to cover the end 
of the floor. 


International Marine Engineering 


MAY, 1908. 


\ 


_ ELONGATION AND REBUILDING OF THE ROYAL. DANISH STEAM YACHT DANNEBROG. 


BY AXEL HOLM. 


In November, 1906, the Danish Parliament voted the sum of 
Kroner 435,000 ($116,600 or £24,000) for the elongation and 
rebuilding of the royal steam yacht Dannebrog* for King 
Frederik VII., and on November 19 the yacht was hauled on 

‘the slip of the navy yard at Copenhagen, and work commenced. 


elongation, and time has shown that this was not so bad 
after all. The yacht, as it now appears, finished, is a very nice 
little steamer, and the interior, most of which is worked out 


_after the plans of architect Carl Brummer by the furnishing 


company (Otto Meyer, of Copenhagen), is as luxurious, taste- 


A CORNER OF THE DRAWING ROOM ON THE REMODELED DANISH ROYAL YACHT DANNEBROG. 


The yacht was a comparatively old flush-decked paddle 
steamer, built in 1880 by the Burmeister & Wain’s shipbuilding 
company, at Copenhagen; and as it was built of iron, there 
were professional objections, to the effect that it was not an 
economical use of the money to rebuild the ship, and not the 
work for a navy yard. It was said that it would be better to 
get an entirely new and modern yacht for the use of the king. 
But the parliament cut the matter short and sanctioned the 


* The name of the Danish flag. 


ful and comfortable as it can be on board a ship of this smalt 
size. 

Before and after the elongation, the Dannebrog was of the 
following dimensions: 


Before. After 
Length between perpendiculars ....... 192 227" 
Byreachiin ssaxolklel oooccooadscncddcceaen Aa 2” oy A’ 
Breachin Over BOERS bococnocexcnecebe! Sit 51 
Demin maolkcledl .coococooctsobooogebo0ceg §©ne O” i * (0)"” 
1D ral ae ER Pee he elt eas aT Ore os OMaTOM 


192 


THE DANNEBROG, 


Before. After. 
IDNG MACHEN coocccccccccsngon000 SOO) tons 1,063 tons 
Block coefficient of fineness........ 0.625 0.7 
Ratio, length to breadth........... 7.35 8.7 
Ratio; lengsthstordeptheaseeeeeeeeeen Led. 14.6 
Gross register tonnage.....:.-..:. 740 852.7 


The contract price in 1880 was about Kroner 700,000 ($187,- 
500, or £38,500), but this sum certainly was surpassed. 


The engines were two compound oscillating sets, working in- 
dependently of each other on two cranks. Each set consisted 


International Marine Engineering 


BEFORE RECONSTRUCTION, 


ANCHORED BEFORE RHEDEN. 


of a high-pressure cylinder 30 inches diameter, and a low- 
pressure cylinder 60 inches diameter surrounding the high 
pressure, with three piston rods, one for the high-pressure 
piston in the center, and two for the low-pressure on each 
side, connected at top by a cross-piece holding the crank-pin 
bearing. Steam was furnished by two common cylindrical 
marine boilers, 10 feet 3 inches diameter and 14 feet 2 inches 
length, besides one small donkey boiler. 

As seen from the drawings, the elongation—35 feet—was 
provided at two places, one cut forward and the other aft of 
the wheel boxes, thus adding 17 feet to the space for the royal 


THE STATE DINING-ROOM ON THE ROYAL 


YACHT DANNEBROG. 


May, 1908. 


May, 1908. 


PA renca, 


International Marine Engineering 


193 


THIS VIEW SHOWS THE CENTRAL PADDLE-WHEEL SECTION, THE AFTER SECTION, AND THE TWO GAPS TO BE FILLED IN. 


family, 4 feet to the engine space, and 14 feet to the suites’ 
rooms. The wheel boxes and the houses on guards were not 
enlarged, but, as shown, the interior was. partially altered, 
while the large deck houses fore and aft were greatly enlarged 
and refurnished. Two new boilers were fitted, the dimensions 
being: length, 10 feet; diameter, 15 feet 6 inches; heating sur- 
face, 2,100 square feet; grate area, 62 square feet, and working 
pressure 75 pounds per square inch, with domes 5 feet high 
by 3 feet 6 inches diameter. The boilers work without forced 
draft. The old donkey boiler is still used. The old engines, 
with only small improvements, were again installed, as also the 
feathering paddle wheels, but the old wooden floats are sub- 
stituted by iron ones 8 feet 6 inches by 2 feet 6 inches, twelve 
in number. The shaft diameter is 1034 inches, and the wheels 
are 20 feet in diameter. The four coal bunkers contain a total 
of 108 tons. The fresh-water supply amounts to 4,900 gallons 


in three tanks, forward, amidships and aft. To the electrical 
plant, formerly consisting of an engine and dynamo of 115 
amperes capacity, is added one of 80 amperes, the ship being 
now electrically lighted throughout. A powerful searchlight 
is installed, and the top and side lights are arranged for elec- 
tricity. The entire plant was installed by the navy yard, as 
also the new wireless telegraph outht. 

Besides the alterations mentioned, none were undertaken 
except in the staterooms for the royal family, the suites and 
offices, all of which accommodations were renewed through- 
out. The late King Christian IX. was a plain and homely man, 
and he would not allow any expenditure on modernizing his 
yacht. “She is good enough for me,’ he said, and thus the 
accommodation, 26 years old, was more than antiquated and 
fully unfitted for use. As a matter of comparison, the only 
part of the accommodation aft still in use is the after end of 


VIEW FROM THE FORWARD PORTION, SHOWING THE CENTRAL AND AFTER PORTIONS AND THE TWO GAPS TO BE FILLED IN, 


194 


International Marine Engineering 


May, 1908. 


the former saloon for the king, now serving as a room for 
maid servants. ; 

Beginning with the bridge deck, we here find a little steam 
steering engine in front, and then, between the two funnels, 
are arranged a chart house and two glass-sheltered lounges or 
smoke rooms, with a flying bridge on top, and the teak engine 
skylight between. Aft are two comfortable, curved staircases 
down to the main deck, for the use of the royal family, and 
two others for the crew, forward. On this deck is also placed 
an apparatus for indicating revolutions of the engine, consist- 
ing of a complete model paddle wheel in a glass box, electri- 
cally connected with the shaft. No awning is carried over this 
deck, but the steering station in front is fitted in the usual 
manner with weather cloth and curtains of awning. 

The main deck is laid in yellow pine with cemented gutter, 
and the bulwark plating, with teak rail, is paneled with wood 


THE MAIN ENTRANCE HALL ON THE DANNEBROG,. 


all around inside. 
on which are placed the two bowers with anchor crane and 
berths, are toilets and rooms for paints, oil, lamps and stores, 
besides a trunked skylight down to the crew’s quarters. Just 
bait the forecastle is a windlass of recent date, and com- 
panionway for the crew. The steel deck house then following 
measures 36 feet by to feet 6 inches, with the entrance and 
staircase down to the suites in front. This contains rooms for 
wireless telegraphy, first lieutenant and chief engineer, a 
roomy and tastefully fitted mess for officers, seating sixteen 
persons, separate entrance and staircase for a prince, and, 
finally, a pantry for officers. Aft of this house is a companion- 
way for officials and servants, and a trunked ladder down to 
firemen’s quarters. Then in the fore end of engine and boiler 
casing are arranged spaces for wine and china, a galley for 
crew, and a large, well-fitted galley for the court. Over the 
engine are placed the silver room, and stateroom for second 
engineer. 


Forward, under the raised forecastle deck, 


Iron-front bulkheads, with iron doors, are placed from the 
houses on the guards to the boiler casing, and over the coal 
bunkers are placed circular coal scuttles level with the deck, 
eight in number. On starboard guard, forward, is a toilet for 
officers, next the apartment for the ship’s captain, and aft a 
large smoke-room for the king. This cozy room is carried 
out in pure white, the carved paneling being in dull white and 
the ceiling enameled; the furniture in dark mahogany with buff 
upholstery, and the dark brown carpets, form an agreeable 
contrast to the white walls and:ceiling. In port guard are, for- 
ward of the wheel box, two rooms for the large galley, and, 
aft, an apartment for the king’s flag captain. Aft of these 
houses are on both sides arranged the gangways and accom- 
modation ladders. 

The iron deck house aft measures 52 feet by 11 feet. On the 
front end of this is a teak skylight, with seats over the trunk 
hatch down to after hold, and inside are, first, the entrance and 
stairways down to the royal apartments. The entrance is an 
exceedingly tasteful space, as may be seen from the photo- 
graph, the paneling and pilasters being in elm wood, and the 
ceiling dull white. Over the staircase is placed a little sky- 
light, and on the port side is a cozy sofa upholstered in yellow; 
the carpet is also yellow. From this entrance a glass door 
leads to the king’s dining-room, this being particularly large, 
37 feet by 11 feet, capable of seating thirty-four persons. It 
is fitted out in a very extraordinary manner. The paneling and 
ceiling are laid all-over with silver, covered on the walls with 
a transparent blue color, the molds and the large square win- 
dows being framed by broad golden lists. The furniture in 
dark red mahogany, the red leather upholstery, the carmine 
red curtains and Smyrna carpet, form a bizarre and curious 
impression of great effectiveness. At the after end is a small 
sideboard over the radiator, and at the forward a larger buffet, 
with bronze lattice work in front; the latter is surmounted by 
an artistic relief in white and blue china. The hemispherical 
chandeliers, six in number, in the middle line, are artistically 
worked out with glass prisms in gilt metal. Two doors at the 
after end lead to the open, and between the saloon and the 
entrance is situated‘a roomy pantry. Aft of the house is a 
companionway for maids and servants, a skylight and a hand- 
driven capstan. Over the quadrant and tiller is a large wooden 
grating, and over the rudder head is mounted a spare steering 
gear. The six boats hang, as shown, outboard in davits all 
around the ship, the outfit consisting of one 25-foot steam 
launch, one pinnace of 28 feet and two of 25 feet, one 21-foot 
life boat and one 15-foot dinghy. 


Under the main deck the hull is divided into seven water- 
tight compartments by six bulkheads, of which two are new. 
Forward, between the first and second bulkheads on lower 
deck, are berthed crew and petty officers, the space being 28 
feet in length, and beneath this deck are also arranged spare 
berths for crew. Then on the lower deck are located, in the 
next watertight compartment, ten‘large staterooms for the 
gentlemen of the court. The rooms are carried out all in the - 
same manner, completely in dull white, the upholstery, carpets 
and curtains varying in colors with each room; the light ports 
are large and square, while steel coverings with circular glass 
are hinged outside. This compartment occupies 28 feet 6 
inches in length, and the next 26 feet. Here is first arranged 
a separate accommodation for a prince, consisting of a sleep- 
ing room, bath, toilet and entrance with staircase to main deck. 
The sleeping room is carried out in the same tasteful manner 
as before mentioned for the suite. Then follow rooms for the 
king’s cook, the quartermaster-sergeant, and, close to for- 
ward engine bulkhead, the servants’ quarters. Under lower 
deck in this compartment are berthed the firemen, with passage 
to main deck by means of the trunked ladder, and to the en- 
gine room “through a watertight door. The engines and 
boilers then take up 60 feet of the length. The living rooms 


May, 1908. 


International Marine Engineering 


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HULL. 


SHOWING AT X X THE POSITIONS OF SEVERING ORIGINAL 


THE DANISH ROYAL YACHT DANNEBROG AFTER ALTERATION, 


A, Royal aining saloon. B, Entrances. C, Officers’ messroom. E, Stairways, down. 
closet. J, Wines. K, Flag captain. L, Ship’s captain. M, Scullery. N, Officers. O, 
Funnel and uptakes. S, Propelling engine. T, Main boilers. U, Coal bunkers. 
Z, Queen’s saloon. a, Queen’s sleeping room. b, Crown prince. 


F, Windlass. 


G, Galley. H, Silver room. I, China 
Toilet. P, Assistant engineer. ©, First engineer. R, 
V, Donkey boiler. X, King’s saloon. Y, King’s sleeping room. 
c, Crown princess. d, Prince. e, Ladies in attendance. f, Maid servants. 
g, Trunked hatch. h, Servants. i, Cook. k, Quartermaster-sergeant. 1, Saloon. m, Gentlemen of the court. n, Wardrobe. p, Gunner. q, Car- 
penter. r, Petty officers. s, Boatswain. t, Crew. u, Stairways, up. 1, Smoking room. 2, Wireless telegraph. 3, Trunked ladder for firemen. 
4, Princess. 5, Valet. 6, Bath rooms. 7, Queen’s wardrobe. 8, King’s wardrcbe. 


190 


International Marine Engineering 


May, 1908. 


for the royal family occupy the remaining two compartments 
aft, measuring 38 and 44 feet, respectively. : 

Here is first the roomy entrance hall, in white all over, with 
the staircase to main deck, and doors opening to the royal 
saloon, to the staterooms for the crown prince and crown 
princess, to a room for a princess, two rooms for ladies in at- 
tendance, a room for two maid servants, as also to two toilets, 
and the trunk to space below. These staterooms are all car- 
ried out in the same manner as mentioned above for the suites 
and the prince forward. In the rooms for the crown prince 
and crown princess are small bath tubs arranged in the floor, 
covered with trap doors and the carpets, when not in use. 

The royal saloon is a very attractive room. The walls are 
painted dull white, and the ceiling white enameled, the panel- 
ing and molds being covered with carved reliefs and lists. 
Opposite the swinging doors from the entrance hall is placed 
a great allegorical picture in a carved white frame, between the 
doors leading to the king’s and queen’s sleeping rooms, and on 
both sides of the swing doors are situated the steam radiators 
covered by small sideboards with marble tops, and mirrors 
over.. The furniture is carried out in polished lemon wood, 
with upholstery in yellow damask. 

In two corners, as shown, are arranged large sofas, tables 
and chairs. In another corner is a writing desk; a piano 1s also 
placed in this room, and under the large painting mentioned 
are a sofa, with table and arm chairs. The soft and delicate 
Smyrna carpet is yellow, and so are also the silk curtains for 
the square side lights. The illumination consists of three 
chandeliers as in the dining saloon, and several artistic metal 
standing lamps. As shown in photograph, the whole impres- 
sion of this room is very agreeable, light and comfortable. 

The doors from this saloon to the royal sleeping rooms 
lead through the after watertight bulkhead, and, hidden in the 
paneling, are here arranged two horizontal sliding watertight 
doors worked automatically from the main deck. These two 
sleeping rooms, being carried out both in polished elm, are 
almost identical, but the placing of the furniture, carpets and 
curtains, and color of upholstery, are varied. In the king’s 
room the upholstery is in striped olive green silk, and in the 
queen’s room in white and light blue, the color of carpets and 
silk curtains corresponding. The ceiling is white enameled, 
and the side lights are square. Over the king’s berth is placed 
an old compass, arranged in a metal crown. It was given a 
long time ago to the late King Christian IX., by a fisherman. 

Just abaft these rooms are situated a toilet on each side and 
a roomy bath amidships, and on the port side two large ward- 
robes for the royal use; another toilet for servants, a room for 
the king’s valet, and finally the above-mentioned room for the 
queen’s maid servants, in the end of the former royal saloon. 

The heating is by steam throughout, and in every watertight 
compartment is placed an electric fan, taking the heavy air at 
the floor, the new air coming in at the ceiling through down- 
cast ventilators. The spaces below lower deck, where not 
otherwise mentioned, are used for stores, provisions, wines and 
water tanks; while a mess room for petty officers and officials 
is arranged forward. 

The two old schooner masts are again used, but, while 
formerly carried through the deck houses to main deck, they 
are now placed in sockets on the tops of the houses. Awn- 
ings are carried all fore and aft over main deck. The hull is 
black painted, with gilt carved ornamentals fore and aft, as 
also on the wheel boxes, the deck erections being white 
throughout. The whole appearance of the little craft is very 
handsome, and as it is intended for navigation only on the 
closed waters among the Danish “hundred islands,” it is well 
fitted for its purposes. 

Finally we have the results of the 4-hour trial trip in 
August, 1907, and the indicated horsepower for varying 
speeds, viz: 


Draft forward’ /sseaceemcics seloctescteorcies ..- 9 feet 6 inches 
Draft aft (mean 9 feet 10% inches)........ 10 feet 3 inches 
Displacement \-ryactyceeeern este eee . 1,063 tons 
Speed: in’ iknotsscccersic mec anecoreen enn 13.04 
LNCHUEFNT? COWS oo00000000000000000006 246. 
IRGHOMELTOSNS NSP WEN ooocccc000000000000 30.0 
Slipsinipercenteraanca-on ade accmeieee ree or 22.08 
Boiler pressure, pounds per square inch.... 75.5 
WAGER SH WAENESs oc0000000000000000000000 24 
Total indicated horsepower................. 037 
Coal consumption per hour................ . 2,380 pounds 
Water consumption per hour.....:......... 20,300 “ 
Coal consumption per horsepower-hour..... 2.55 <3 
Water consumption per unit................ 21.7 ss 
Evaporation of water per pound of coal.... 8.53 wy 
Admiralty 
Speeds. Revolutions. 1, 18, 12, Coefficient. 
8 18.0 210 254 
9 20.25 276 275 
10 22.6 380 274 
II 25.0 536 264 
12 27.5 725 248 
13 30.0 937 244 
13.2 30.4 990 242 


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The curves show graphically the result of these progressive 
trials, the performance, as indicated by the admiralty coeffi- 
cient, being very good. The fuel endurance, based on the 
4-hour run, appears to be about 1,300 nautical miles at a speed 
of 13.04 knots. The most economical speed is from 9 to 9% 
knots. The index, according to which the power varies, as 
compared with the speed, is only 2.32 from 8 to 9 knots, be- 
coming 3.47 between 11 and 12 knots, and 3.2 between 12 and 
13 knots. 


Notice——On page 127 of our March number there was 
published by inadvertence an article which now appears to 
have been copyrighted and published by Engineéring (Lon- 
don), Oct. 4, 1907. This was furnished us as an original 
article covering the Crocco-Ricaldoni hydroplane, and was 
accepted in good faith. We regret that its publication has put 
us in a bad light, and extend herewith our acknowledgments 
to Engineering. 


May, 1908. 


International Marine Engineering 


197 


Trials of Lightship Number 88. 

In September and October of 1907 we published an extensive 
description of five light vessels built for the United States 
Government by the Harlan & Hollingsworth Corporation, 
Wilmington, Del. The lighthouse board has been good enough 
to furnish us with details of the trials of one of these five 
vessels. 

The ship has a length over all of 135 feet 9 inches, a length 
on the waterline of 112 feet 11 inches, a molded beam of 27 
feet and a mean draft on trial of 12 feet t inch. The trial took 
place in the Delaware River Nov. 22, 1907, and the displace- 
ment (fresh water) was 576 tons. The block coefficient was 
0.572, and the wetted surface 4,749 square feet. 

There is one compound engine, driving a solid four-bladed 
propeller. The engine has cylinders 16 and 31 inches in 
diameter, with a stroke of 24 inches, cutting off in the high- 
pressure at 66 percent. The diameter of piston rod is 3% 
inches. The cooling area of the surface condenser is 1,160 
square feet. The propeller has a diameter of 7 feet 9 inches, 
a pitch of 10 feet and a pitch ratio of 1.29. The developed area 
is 2,328 square inches, and the projected area 1,840 square 
inches. The ratio of projected to disk area is 0.271. 

Steam is furnished by two boilers exhausting into a single 


stack 4 feet in diameter and 45 feet high above the grate. Caieeees 


| 


SAMPLE INDICATOR CARDS FROM STANDARDIZATION RUNS. 


CARDS FROM 6-HOUR FULL POWER TRIAL. 


These boilers are of the gunboat type, working under natural 
draft, and have a diameter of 9 feet 3 inches and a length of 
16 feet 33 inches. The working pressure is 100 pounds per 
square inch. The total heating surface is 2,874 square feet, 
with a grate area of 73.2 square feet, giving a ratio of 39.26 
LOT. 

Two sets of runs were made, one set being over the meas- 
ured mile (5,280 feet), while the other was a 6-hour con- 
tinuous trial at full power. The measured mile trials con- 


sisted of three runs in each direction, in order to determine 
the revolutions required for a speed of 10 knots. The mean 
of all the runs showed a speed of 9.98 knots with 125.7 revolu- 
tions per minute, and a slip of 19.2 percent. During the 6-hour 
trial the maximum horsepower observed was 394, the mean 
having been 320 horsepower, I19.9 revolutions per minute and 
a vacuum of 26.66 inches. The mean steam pressure in the 
boilers was 98.6 pounds per square inch. 

Four sets of cards are shown, one set being taken during 


{SS 


ane ueey 


LINKED-UP CARDS—-HIGH-PRESSURE CUT OFF, FIVE-EIGHTHS. 


LINKED-UP CARDS—HIGH-PRESSURE CUT OFF, ONE-HALF, 


High-Pressure, Low-Pressure, 


Standardization Run. 


Bottom. 5 5 
TROND Meyetiieenie ec sutete wane see 126 nee potent. 
WECEEFR  soosdonadooubue 5000 26.5 : 5 
la (or let oaooobudaeooseor s60D 360 9 0 
Misa de byte? Sladoandabacoede eae 206 000 154 0 
Steam pressure ........ Sisie 97 *6§.25 . 
Mean _ effective pres 
SUTECM eee 24 OOSAS oono -. dBi) 13.68 
Mean reduced pressure .... 0000 060 SILVA S500 0000 
: abs High-Pressure, Low-Pressure, 
Six-Hour Trial. Top. Bottom. Top. Bottom. 
(Rey (Pa Mine rae acne tats Sarat Sonn asus 126 Ome 600 5 
WEXSIEED  Soodoconasdadob d060 26.7 
LePHTARP ees: Coie ee 359 
TAH eae ances Meee 04 Pies 155 ; 
Steam pressure ........ S000 96 *6.25 
Mean effective pres- 
Siinnaddacseosaeoos 9.42 66.11 13.67 5 
Mean reduced pressure .... 2006 2: 6000 ae 
Linked-Up 5%. 

5 LS NG cde bodsobobDop 122.5 
WEGHEN opocadpopon06 26.8 j 
DSS ELAR seo Cd SNS Hie SO BON I) coGiee TNR aLtads AMET let el nea : 
IS rials eon boqopabeds aoe 6060 193 6660 9006 00006 186 
Steam pressure ....... 5000 95 0000 2600 0000 #4 
Mean effective  pres- 

SULEl Pellet ee ce ebs 68.12 WAS} oc55 | IBA 11.89 
Mean reduced pressure con0 PAR G6aD J00C 
Linked-Up %. 

5 18% IWilooo 118 = 
Vacuum 650 26.8 C 
TAREE Pee ae me 175 008 S08 eer 123 S 
Steam pressure ........ O00 97 ie 0600 dood *2 C 
Mean effective pres- 

UTD od0deg00000 00006 62.28 59.5 aG00 81 11.12 
Mean reduced pressure odo PAS 6606 


* Receiver pressure. 


198 


International Marine Engineering 


May, 1908. 


the standardization run, one during the 6-hour trial, and two 
sets of linked-up cards on cut-offs of 5 and ¥%, respectively. 
The results corresponding with these various cards are shown 
in the table. 

Observations of the auxiliary machinery showed a mean 
revolution per minute for the circulating pump of 196; for 
the air pump, 33; for the feed pump, 18.6. The temperature on 
deck was 55 degrees F., with the following observed tempera- 
tures below: Engine room, 80; injection water, 41.9; out- 
board discharge, 86.6; hot well, 102.6; feed heater, 158 degrees. 
The indicator springs used were in all cases 60 pounds per 
inch for high pressure and 20 pounds for low pressure. 


the dimensions are shown on the drawings, but some features 
not so shown may be given here. 

The rudder frame of the battleship Ohio is made of wrought 
iron, and weighs 209,860 pounds. The total weight of the 
rudder, including filling, is 43,448 pounds. The different 
items outside of the frame include the top plate, 1,370 pounds; 
center plate, 2,015 pounds, and bottom plate, 2,805 pounds. 
The pintles, with composition sleeves, account for 1,444 
pounds; the Oregon pine filling for 3,859 pounds; the angle 
and plate stiffeners inside the rudder for 718 and 596 pounds, 
respectively; while smaller items make up the total. This 
rudder has a maximum height of 15 feet 113g inches and a 


Lergrka13gs! 


DETAILS OF THE WROUGHT-IRON RUDDER FRAME OF THE UNITED STATES BATTLESHIP OHIO. 


A FEW CONSTRUCTIVE DETAILS. 


Through the courtesy of a correspondent, we are enabled 
to present a number of details of rudders, rudder frames, 
spectacle frames and propeller struts, steering-gear details, 
stern posts and counters, ram stems, bilge keels and hawse 
pipes. These cover Pacific coast practice in both warships 
and mercantile vessels, and are thoroughly up to date, most 
of the designs having been made within the last seven or 
eight years. 


RUDDERS AND FRAMES. 


Four examples are given, they being, respectively, from 
the American-Hawaiian Steamship Company’s steamers 
Mexican and Columbian, the United States cruiser Milwaukee, 
the armored cruiser California and the first-class battleship 
Ohto. The warship rudders are all balanced and are of similar 
form. Reference to the drawings will show how radically 
the steamship rudder differs from the others. In general, 


total fore and aft length of 19 feet 4 inches, of which 12 feet 
10 inches covers the portion aft of the axis. The rudder 
stock has a diameter of 18 inches, and is fitted with a brass 
sleeve 19 inches in external diameter. The total height of 
the rudder, including stock, is 19 feet 11% inches. 

The rudder of the Mexican is of cast steel, with a rudder 
stock of wrought steel, the latter weighing 6,166 pounds. 
The stern frame is of wrought iron, with a weight of 33,900 
pounds. The rudder stock has a diameter of 10% inches, 
and is fastened to the rudder by means of a palm, 24 inches 
wide and 30 inches deep. Connection is made by means of 
eight turned bolts, 234 inches in diameter and located on 
two vertical lines 17%4 inches apart. The backbone of the 
rudder has a diameter at the head of 10% inches and at the 
foot of 8 inches. The rudder pintles have a net diameter of 
514 inches and a diameter over bushing of 6% inches. The 
total height of this rudder to top of palm is 32 feet 5 inches; 
the length of the stock is 18 feet 3 inches. 


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STERN FRAME AND RUDDER OF STEAMSHIP MEXICAN, 


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The rudder of the Milwaukee consists of a stock of forged 
steel weighing 10,179 pounds; a rudder frame in two pieces, 
of which the forward part weighs 26,640 pounds, and the 
after part, 2,450 pounds; stiffening and side plates and angles 
aggregating 9,040 pounds; filling of Oregon pine and a com- 
position of one-half tar and one-half pitch, amounting to 
6,167 pounds, and other items making up a total of 56,591 


pounds. The stern post weighs 39,200 pounds, and is of cast 
steel. The cast-steel counter-casting accounts for 1,900 
pounds, and the watertight gland for 1,226 pounds. The 


maximum height of the rudder is 20 feet, the total length 
being 17 feet 4 inches, 5 feet 4 inches of which is forward of 
the axis. The rudder stock has a diameter of 21 inches, and 
is fitted with a sleeve of an outside diameter of 22 inches. 
The inner diameter of the watertight gland is 26 inches. The 
outside plates are of 15-pound steel. The total area of the 
rudder is 235.74 square feet, of which 208.96 square feet, or 
88.7 percent, is aft of the axis. The center of gravity is 5.29 
feet aft of the axis, and 8.08 feet above the bottom. 

The rudder of the California differs from those of the other 
two warships mentioned in that the top line is horizontal, in- 
stead of following the shape of the bottom of the ship aft of 
the rudder axis. This rudder has an area of 249 square feet 
and a total weight of 53,022 pounds. The stern post weighs 
26,580 pounds, being of cast steel, while the counter-casting 
weighs 9,000 pounds. The total weight of the rudder in- 
cludes two frame castings, of which the forward one weighs 
24,553 pounds and the after one 1,875 pounds. The stock 
weighs 8,037 pounds; the side plating, 7,005 pounds; the plate 
and angle stiffeners, 2,008 pounds; the filling of Oregon pine, 
with a composition consisting half of tar and half of pitch, 
weighs 6,630 pounds; smaller items make up the total. Of the 
total area of this rudder, 209.82 square feet, or 84.3 percent, is 
aft of the axis. The center of gravity of the rudder is 5.14 feet 
aft of the axis, and 7.04 feet above the lower edge. The total 


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height of the rudder is 15 feet 8 inches, while the bottom is 
located 6 inches above the molded base line of the ship. The 
extreme length of the rudder is 20 feet 6 inches, of which 7 
feet is forward of the axis. The after side of the rudder, 
which is vertical, is 2 feet 9% inches forward of the after end 
of the waterline of the ship, whereas in the case of the Mil- 
waukee, the rear edge of the rudder is in line with the after 
end of the waterline. The side plating of the California's 
rudder is 15 pounds per square foot. 


(To be Continued.) 


May, 1908. 
Meters. Feet. 
Length between perpendiculars ............ 104.32 342. 
Greatestumoldedibreadthteeseeeeeeeaeeoicir 14.17 46.5 
IDYepyitn {ko sMEIIN Glee, 55.000500000000000000000 8.42 27.6 
TaIGrene OH TEESRAE GAR oooc0000000000008000 1.9 6.2 
IyReeKahN Gre THebHASE GIES ooocccvcgc9 000000000 78 25.6 
Area of immersed midship section.......... 94.38 1,017, 
LNA, Ost IOAGh EMEP MEE soso0c00000000000c 1,307.8 14,080. 


The bunkers hold 500 tons, and the ship can be coaled from 
either the turret deck or the shelter deck. On the latter is a 


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THE STERN POST, RUDDER AND COUNTER CASTING OF THE ARMORED CRUISER CALIFORNIA, 


The German Ore Steamer Narvik. 
BY E. OMMELANGE, 

This ship is the first turret-deck steamer built in Germany 
on the principle so largely developed by William Doxford & 
Sons, Sunderland. It has been in service since the end of 
1905, and during this time has shown that the construction 
and design were well carried out. The keel of the Narvik was 
laid in August, 1904, at the Krupp Germania-Werit, Kiel; the 
ship was launched April 20, 1905, and made her first trial trip 
under ballast on Aug. 2, 1905. The contract speed of 11.5 knots 
was reached on the measured mile, in spite of heavy weather, 
with a mean of 1,750 horsepower. 

The ship is a single-screw steamer, built according to the 
requirements of the German Lloyds to class oo A L (E), and 
is built of steel. She has a capacity of about 6,000 tons of 
cargo, and, with full bunkers and complete outfit, has a draft 
of 6.86 meters (22 feet 6 inches). This corresponds with a 
displacement of 8,622 cubic meters, or 8,380 tons. The main 
dimensions are as follows: 


hatch forward of the engine casing, in which a chute has been 
built, in order to fill the lower bunkers directly. From the 
turret deck the coal can be delivered into this chute through 
hinged doors. Besides this, coaling scuttles have been pro- 
vided on the deck outside the turret proper. The second hold 
may be put in connection with the fire room by means of a 
vertical watertight sliding door, so that it can serve as a re- 
serve bunker. The ship can carry a total of 2,300 tons of 
water ballast, of which 1,600 tons are in the double bottom. 
The net and gross register tonnages are respectively 3,575 and 
2,200. 

In designing the separate portions of the structure, the ship 
follows the normal requirements of the German Lloyds, but — 
in some particulars deviates from them. These are especially 
in the greater height of the double bottom, and in the pro- 
vision of the turret deck, which calls for particular considera- 
tion. The thickness of the inner bottom was regulated with 
due regard to the great weight of a carload of ore, which it 
was required could be dumped in bulk into the hold. On that 


May, 1908. 


International Marine Engineering 


201 


5 


THE TURRET STEAMER NARVIK ALONGSIDE PIER, IN COURSE OF LOADING BULK CARGO, 


account the double bottom is divided into’ square compart- 
ments on the longitudinal system. Under the hatches the 
double bottom, which is covered with pitch-pine planks, 65 
millimeters (2% inches) thick, is strengthened by a doubling 
of fir. In order not to limit too much the size of hold, the 
stanchions under the hold, beams are placed only at the ends 
of the hatches, and are made correspondingly stronger. The 
outer skin is joggled,.and, in order to save weight, the angle 
bars are replaced as much as possible by flanges. 

In the design of the ship, the principle object in view was to 
give the greatest possible celerity to the operations of loading 
and unloading. For each of the four holds there are two 
cargo booms and two winches. In addition to this, the largest 
hold has, for the purpose of loading and unloading as quickly 
as the others, am additional two cargo booms and two winches, 
the former being mounted on two king posts just forward of 
the bridge. This makes a total of ten cargo booms and ten 
winches. Of the two winches in each set, which stand side 
by side, one is used for raising the load, which is carried in 
buckets supported by three chains, while the other takes care 
of the swinging of the booms. For this purpose, the rope con- 
trolling this swinging is carried over the pulley of the sta- 
tionary boom; for it is arranged so that each hatch can be 
emptied from only one side at a time. 

In order that the ship may be arranged for carrying grain, 
the turret tanks may also be used, through the medium of the 
large hatches. For this purpose, also, small hatches or loading 
chutes have been fitted on the deck outside the turret. In the 
outfit of boats, particular interest lies in the fact that the boats 
above this outer deck may be brought down to the turret deck, 
and the davits here have been given great strength. They 


naturally may be swung out much farther from the ship’s side 
than would be the case with davits above. 

The officers? quarters are separated from the engine-room 
crew. The first are alongside the captain’s quarters forward, in 
two deckhouses, one above the other, which contain also the 
saloon, spare room, toilet and bath. The crew and stewards, 
cook, ete., are also in two structures, one over the other, which 
are further aft, and in the neighborhood of the engine room. 
The crew’s mess room is in the same structure. The com- 
mander’s bridge, which reaches over the full breadth of the 
ship, is protected by a solid substructure against a heavy sea. 
This serves to cover storerooms, signal lights and companion- 
ways. The ship may be steered from either the upper or the 


lower bridge. A reserve hand-steering device is located on the 


THE TRIPLE EXPANSION ENGINE OF THE TURRET STEAMER NARVIK. 


202 


International Marine Engineering 


May, 1908. 


The steam-steering outfit is in the turret deck on a 
platform opening above the engine-room shaft. 


poop. 


The ship is driven by a triple-expansion engine with three 
cylinders, the diameters of which are respectively 600, 970 and 
1,600 millimeters (235%, 3814 and 63 inches), with a common 
stroke of 1,150 millimeters (45% inches). With a steam pres- 
sure of 13 atmospheres (191 pounds gage per square inch), the 
revolutions are seventy-eight per minute. The three cylindrical 
return-tube boilers have altogether a heating surface of 550 
square meters (5,915 square feet), and a grate surface of 16.5 
square meters (177.5 square feet). The ratio is thus 33.3 to I. 
Each boiler is single ended and has three corrugated furnaces. 
The steam used in the auxiliary machinery is exhausted into 
the main surface condenser. ; 


Meters. Feet. 
Length between perpendiculars 


BN letdtatciary aon 112.77 370. 
Maximum width, molded ................ oo | NESS 
nSideadepthmbelowsmainudeckann see rere 9.09 29.8." 
ID hilt creat a eo etapa ccennae ects aire aera LGD 24 
Displacement with loaded bunkers and full equip- 
USS M MID Opera eemoeS cnaind Gon odabeoss oo ok Wi WHOS) 


The Nordsee is provided with a continuous double bottom 
1.14 meters (45 inches) in height, and, in front of the boiler 
room, above this double bottom, with a deep tank, 3.65 meters 
(12 feet) in height. This arrangement was chosen specially 
with a view to the use of the steamer for the transport of 
ores, as the centers of gravity of the load, as well as of the 
ballast, are thus raised, decreasing the excessive initial ,sta- 


THREE SINGLE-ENDED BOILERS OF 


THE GERMAN ORE-CARRYING STEAMER NARVIK. 


THE GERMAN TURRET STEAMER NORDSEE STEAMING IN BALLAST, AT LIGHT LOAD LINE. 


A LARGE ORE TRANSPORTING STEAMER. 
BY DR, ALFRED GRADENWITZ. 

The ore transporting steamer Nordsee, which was recently 
built by the Krupp Germania-Werft, Kiel, is the largest tur- 
ret-deck steamer of the German mercantile fleet in the Baltic. 
In fact, while being mainly designed as sister ship to the 
turret-deck steamer Narvik* (constructed at the same yards) 
the Nordsee, which was built of Siemens-Martin steel as a 
single-screw steamer for the highest class of German Lloyds 
under the latter’s special survey, surpasses the capacity of the 
former ship by about 1,750 tons. The following are the main 
data of the vessel: 


*See page 200. 


bility, and thus enabling the ship to perform a more uniform 
and steady motion in the case of a rough sea. The deep tank 
will furthermore prove valuable in the case of sailing with bal- 
last, enabling the propeller to be submerged entirely. The 
bilge keels, 60 meters (197 feet) in length and 30 centimeters 
(12 inches) in breadth, likewise contribute to improving the 
behavior of the ship in the case of a rough sea. 


The double bottom and deep tank, inclusive of the fore and 
rear peaks, may contain. an aggregate of 3,050 tons of water 
ballast, which, by the aid of the powerful pumping plant of 
the steamer, can be emptied within five hours. The vessel is. 
divided into six compartments by five watertight transversal 
bulkheads. The fore and rear peaks, as above mentioned, are 


May, 1908. 


used with the double bottom and deep tank for the storing of 
water ballast. The second, fourth and fifth compartments are 
used as hold, while the third contains the propelling machinery. 
The engine and boiler rooms are separated from one another 
by a bulkhead reaching up to the turret deck. In front of the 
boiler room has been arranged a transverse bunker of about 
600 tons capacity. , 

The engine and boiler plants have likewise been constructed 
at the workshops of the Germania shipyards. The main en- 
gine is triple-expansion, working on three cranks, with cyl- 
inders 600, 980 and 1,620 millimeters (235%, 3854 and 6334 
inches) in diameter, and 1,150 millimeters (4514 inches) in 
stroke, and is provided with all improvements for insuring 
economical operation. Three cylindrical tubular boilers, with 


VIEW ON NORDSEE, LOOKING AFT FROM FORECASTLE. 


return flues, are used for generating the steam. These have 
a total heating surface of 480 square meters. (5,170 square 
feet) as measured on the water side, and 12 square meters (129 
square feet) grate surface; the ratio being 40 to 1. They are 
designed for a steam pressure of thirteen atmospheres (101 
pounds per square inch), and provided with artificial draft on 
the Howden system. 

In order to allow of a rational utilization of the ship, special 
attention has been bestowed -on making the loading and un- 
loading plants as perfect as possible. The steamer accord- 
ingly has six hatches, each of which is 6 meters (19 feet 8 
inches) in length by 5.5 meters (18 feet) in width, and two of 
these are used for each hold compartment. 
33 meters (108 feet) in height, are arranged, one forward 
and one aft; each of these carries four wooden outriggers 
(cargo booms). In addition, there are provided forward, four 
loading poles (king posts) with one outrigger each. These 
twelve outriggers are operated by twelve steam winches, the 


International Marine Engineering 


Two steel masts,. 


203 


BOW VIEW OF THE NORDSEE. 


steam supply for which has been so designed as to allow all 
of them to work simultaneously. All the outriggers are bal- 
anced, the pivot of the outrigger and the point of attachment 
of the load being situated in the same vertical plane. Means 


VIEW ON NORDSEE, LOOKING FORWARD FROM BRIDGE. 


204 


International Marine Engineering 


May, 1908. 


have furthermore been provided for allowing the pendants of 
the outriggers to be automatically slewn, by displacing their 
points of suspension. 

The unloading operation is further accelerated by the load- 
ing platforms arranged for hinging, one of which has been in- 
stalled at each side of each hatch, giving an aggregate of 


VIEW ALONG THE OUTER LOWER DECK OF THE NORDSEE. 


twelve. They are arranged at such a distance as to allow the 
wooden hatch covers to be used as well for these platforms. 
The latter are used for receiving the loading buckets filled with 
ore, and, on the other hand, for attaching shoots, through 
which the ore is conveyed directly into the lighter ships placed 
alongside. The substantial hauling winch, intended for 
maneuvring the vessel and lighters, in no small degree con- 
tributes to further improving the efficiency of the loading and 
unloading plants. 

By the aid of these means, the whole of the load (7,600 
tons) can be discharged within 36 hours at most, while, ac- 
cording to the experience gained in connection with the sister 
ship Narvik, the time limit will be most likely reduced by 
some hours. The loading from railway trucks on the quay 
takes only about 10 hours. As a whole wagon load (carload) 
of ore is dumped at once from a considerable height into the 
hold, the double bottom has been protected by substantial 
double planking within the range of the loading hatches. 

The accommodation provided for the staff and crew is ex- 
ceedingly spacious, and of remarkably tasteful design. The 
whole of the fittings, including the elegantly designed furni- 
ture of the drawing room, and the specially well upholstered 
captain’s rooms, have likewise been constructed at the ship- 
yard. 

The machinery and deck staffs are strictly separated from 
one another, each of the two categories having a mess de- 
signed for twelve men, which, like the remaining rooms of the 


ship, have been provided with electric lighting. The cabins 
are arranged most conveniently, the captain being enabled 
from his berth to watch anything that may occur on the navi- 
gating bridge, while the machinists’ quarters give direct ac- 
cess to the engine room. The bridge, extending throughout 
the breadth of the ship, is protected against breakers by an 
entirely inclosed sub-structure, containing the stairs, as well 
as the rooms for storing the signaling lanterns. 

While being mainly intended for the transport of ore be- 
tween the Norwegian harbor of Narvik and Rotterdam, the 
installations of the ship will enable her to be used as well for 
the transport of other goods in bulk, such as coal, corn, ete. 

In connection with her first journey, made a short time ago, 
the steamer far exceeded any expectations warranted by the 
excellent results of the trial runs. In fact, the contract called 
for a speed, with about 7,600 tons load, inclusive of the bunker 
coal, of 10 knots. Instead of this, with a surplus load of 356 
tons (a total load of 7,956 tons) a speed of 11.46 knots was 
reached downstream, and 10.21 knots upstream, giving an 
average of 10.83 knots. This surplus of capacity and speed 
constitutes a remarkably satisfactory result, considering the 
displacement of the ship, and especially her extremely low 
coal consumption. 


A New Trunk Deck Cargo Steamer. 

BY BENJAMIN TAYLOR. , 

We present particulars of the steel screw cargo steamer 

Romanby, built by Ropner & Sons, Ltd., Stockton-on-Tees, 

for British owners. She was built to the highest class of 

British Corporation, and is fitted with the patent improved 

trunk deck of the builders with clear holds and deep frames. 
The dimensions of the vessel are: 


een othe esata ee oe . 365 feet 
BYKEAGHIN cao cgceditiogesocc000000006 SOnteet 
ID. ida eon sicdaome acacamon cas da 23 feet 


The, saloon house, with accommodation for captain and 
officers and a house for engineers, is fitted up on trunk deck, 
with the crew in topgallant forecastle and apprentices aft: 

The vessel has double bottom for water ballast on the 
cellular principle, also in the fore and after peaks. The dead- 
weight-carrying capacity is about 6,100 tons on summer free- 
board. She is fully equipped with an up-to-date outfit, includ- 
ing a quick-warping windlass, stockless anchors, steam steering 
gear amidships, with powerful screw gear aft. The appliances 
for loading and discharging expeditiously are very complete, 
and include extra derrick posts and double derricks and nine 
steam winches, steam being supplied by a horizontal multi- — 
tubular donkey boiler, 10 feet diameter and Io feet long. 

The engine is of the triple expansion type, with cylinders 
25, 41 and 67 inches in diameter by 45-inch stroke, and of 
1,500 indicated horsepower. Steam is supplied by two large 
single-ended main boilers, 16 feet in diameter by 10 feet 6 
inches long, at a working pressure of 180 pounds per square 
inch. These boilers are fitted with Brown’s improved patent 
furnaces. 

The Romanby will carry 6,200 tons on the low draft of 21 
feet 4 inches. She has very clear holds. Her frames are bulb 
angles with no hold beams, wide stringers, or quarter pillars; 
a few center line pillars are fitted, to carry shifting boards. 
This type of vessel is-very suitable for the grain trade, as the 
trunk forms a permanent feeder, and there is consequently no 
danger from grain cargo shifting, and bagging is reduced to a 
minimum. This steamer will also carry timber cargoes very 
successfully, as the space within the trunk secures full freight- 
age, and the trunk forms a key to which the deck cargo is 
secured, to prevent any possibility of its being carried away. 

A similar steamer, for the coal-carrying trade, is fitted with 
large deck water ballast tanks situated within the trunk, which 


May, 1908. 


International Marine Engineering 


205 


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Hatch 277 
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Midship Section 


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BUILT BY ROPNER & SONS, STOCKTON-ON-TEES. 


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———— 


F.W. Tanks 
3000 Gals, 


DECK PLAN AND MIDSHIP SECTION OF A VESSEL OF THE TYPE OF THE ROMANBY, 


ETT TT TTT TTT water Bah asE ORT POT Le wnter dda 


peoyying 


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makes a very steady ship when in light trim in rough weather. 
This coal steamer has two holds, or, if considered necessary, 
only one hold, with two long hatches, from 70 to roo feet in 
length, and from 27 to 32 feet in breadth. 

This type of patent trunk steamer is claimed to be the ideal 


cargo carrier, because the ships are self trimming, have clear 
holds and no obstructions, involve the minimum of coal-burn- 
ing charges, have large cubical capacity with either single or 
double decks, take a very high percentage of cargo per net 
register ton, carry water ballast in trunk tanks well in from 
the ship’s side and secure from external damage, permit of no 
damage to perishable cargoes from condensation, have con- 
tinuous hold and wide hatchways, have very light draft for 
large deadweight, are very “sea-kindly’ when in ballast trim, 
and are the easiest vessels afloat to load and discharge. 

We give sections of a steamer of the Romanby type, spe- 
cially adapted for coal and ore carrying. 


The Cargo Steamer Echunga. 


The Echunga is the largest of the cantilever framed top-side 
tank steamers, with complete shelter deck for horses or cattle, 
yet built by Sir Raylton Dixon & Company, Ltd., Middles- 
brough, and has been designed and constructed to fulfil the 
very special requirements of the extensive coal, ore and cattle 
trade carried on by her owners, the Adelaide Steamship Com- 
pany, Ltd., of Adelaide, South Australia. She is considered by 
experts to be one of the most complete and up-to-date cargo 
boats afloat. 

Her leading dimensions are 405 feet in length, 56 feet beam, 
and 26 feet 8 inches molded depth, and she will carry about 
8,400 tons on her assigned loadline, and has capacity for over 
II,000 tons measurement cargo. 

Her leading features place this vessel among the most ef- 
fectively equipped cargo boats. In the first place she will carry 
a dead weight of about three and three-quarter times her net 
register tonnage, the latter being 2,245, and the former 8,400 
tons on 23 feet 9 inches draft. Her water-ballast tanks will 
contain 3,200 tons, of which 1,350 is placed in the top-side 
tanks, and the remainder in double bottom and peaks, and 
when the vessel is to sail in ballast trim, the propeller will be 
immersed, and she will consequently be in extra trim for 
speed results and good sea-going condition. Her five hatch- 
ways are of extraordinary size, all being 30 feet wide, and the 
longest 42 feet long. She is a perfect self-trimmer, and her 
holds are absolutely clear of any obstruction, such as beams, 
webs or pillars. She has unique facilities for loading and dis- 
charging her cargo, being fitted with no less than fourteen 
derricks and eight gaffs; and having twenty-five extra power- 
ful steam winches, which will enable thirty-two gangs of coal 
heavers to discharge her 8,400 tons of coal in 48 hours. 

The vessel has a complete shelter deck all fore and aft. A 
large steel deck house is fitted on shelter deck amidships for 
officers’ berths and saloon, with captain’s room and wheel house 
above, and flying bridge on top of latter. The accommodation 
for engineers is provided in a large steel house aft, while the 
crew are berthed in shelter deck aft, and cattlemen in fore- 
castle. The facilities for loading and discharging the cargo 
consist of two heavy’ masts, two crane posts, and cargo span. 
There are six derricks and four heavy gaffs on each mast, the 
two center derricks being equal to a working load of 10 tons, 
while the four side derricks will lift 8 tons each. On each gaff are 
three special gins for whipping coal, and a heavy steel derrick 
capable of lifting 20 tons is fitted on the mainmast. To work 
all this gear there are, around each mast, six special powerful 
steam winches, with cylinders 8 by 12 inches, and also four 
very heavy and specially designed frictional winches, and two 
ordinary winches at each crane post, making a total of twenty- 
five steam winches, including a very heavy warping winch, hav- 
ing cylinders Io by 16 inches. This winch is placed aft in 
deck house, and is fitted with heavy extended warping ends, 
and on the main shaft there are also steering chain bands, 
fitted so that the winch could act as steering gear if necessary. 

The shelter deck and ’tween decks are especially arranged 


206 


International Marine Engineering 


May, 1908. 


for cattle, horses or troops, and a complete system of cattle 
watering arrangement is provided, both in “tween and on 
shelter decks. Heavy stanchions are fitted around the shelter 
deck, at suitable distances apart, to which wood framing fot 
the exposed cattle pens may be attached. The vessel is other- 
wise very complete in accommodation for officers, crew and 
cattlemen, and has a complete installation of electric light. 

Triple expansion engines, which are placed right aft, have 
been fitted by Messrs. Richardsons, Westgarth & Company, 
Ltd., Middlesbrough, having cylinders 27%, 44 and 75 inches in 
diameter, by 48 inches stroke, supplied with steam by four 
large single-ended boilers, working at 180 pounds per square 
inch. The trial trips passed off most successfully, the vessel 
attaining a speed of 1234 knots. The ship was built to the 
highest class in the British Corporation. 


The Largest French Cargo Boat. 


This steamer, Meinam, has been built by the Palmer’s Ship- 
building Company for the account of the Messageries Mari- 
times. She is the largest purely cargo steamer of the French 
mercantile fleet, and has the following particulars: 


436 feet 
AII feet 
52 feet 5 inches 
29 feet 9 inches 
5,420 tons 
12,000 tons 


ILangin Ger Allo ccoacocvcxpo000000 
Length between perpendiculars.... 
EExtremem prea d theese 
Deptheemoldedhansanee renner 
Gross register tonnage........... 
Deadweight tonnage............ ae 


The steamer is given the highest class in the British Cor- 
poration Register, and is built to Board of Trade regulations, 


THE LARGE CARGO STEAMER ECHUNGA, 


BUILT BY SIR RAYLTON DIXON & COMPANY. 


THE STEAMSHIP MEINAM, THE LARGEST CARGO STEAMER FLYING THE FRENCH FLAG. 


Recent figures show that the British navy contains active 
vessels aggregating 1,590,006 tons, or 42.4 percént of the total 
The United 
States is second, with 517,775 tons, and 13.8 percent. France 
has 493,392 tons and 13.1 percent; Germany, 435,773 tons and 
11.6 percent; Japan, 344,979 tons and 9.1 percent; Russia, 219,- 
633 tons and 5.8 percent, and Italy, 156,312 tons and 4.2 per- 
cent. 


accredited to the seven leading naval powers. 


The four continental navies contain 1,305,110 tons, or 
34.7 percent of the total. 


on the deep frame and girder system. She is rigged as a two- 
masted schooner, is fitted with a long bridge house amidships, 
has a full poop and topgallant forecastle, and three steel decks 
worked from end to end. The ship has a cellular double bot- 
tom for water ballast, and is divided into nine watertight com- 
partments. : 

The accommodations for the captain, officers and engineers 
are in the deckhouse on top of the bridge deck. All accom- 
modations are commodiously and tastefully fitted out. The 


May, 1908. 


main ’tween decks are 11 feet in height, which will give ample 
space for the carrying of horses, should this be necessary. 
There are large cargo hatches, and thirteen steam winches, 
with ample derrick accommodations, one being of 30 tons 
capacity, two of 10 tons, and twelve of 5 tons each, or fifteen 
derricks in all. They are provided for the rapid discharge of 
the cargo. The vessel is fully equipped with modern con- 
veniences, including electric light. 

The main engines are two in number, of the triple expan- 
sion, three-cylinder type, the cylinders being, respectively, 
26, 45 and 76 inches in diameter; the stroke is 54 inches. The 
total indicated horsepower is 1,700. Steam is supplied to the 
Main engines by three cylindrical boilers of the usual type, 
being 15 feet in diameter and 12 feet in length. They are 
fitted with the Howden’s forced draft system. 

This steamer, having been built to get the subsidy accord- 
ing to the April, 1906, regulations, and having a gross register 
of 5,420 tons, and having a trial speed over 10 knots, will, 
therefore, get as “compensation d’armement” during twelve 
years: 

fr. 0.04 X 3,000 tons = fr. 120 
0.03 X 2,420 tons = 72.60 


fr. 192.60 per day, 


or fr. 60,336 per year. During the life of the subsidy, this 
will amount (assuming constant operation) to fr. 832,032 
(£33,000 or $160,582). 


International Marine Engineering 


207 


This steamer is given the highest class in the French Ve- 
ritas. She has been built on the deep frame and girder system, 
and is rigged as a two-masted schooner. There are three 
decks worked from stem to stern; above the main deck there 
is a top gallant forecastle, 55 feet in length, in which the 
crew, the petty officers and stewards are berthed. 

Amidships there is a long bridge house, 182 feet in length, 
in which accommodations are provided for fifty-seven first 
class passengers in very roomy cabins; the staterooms being 
situated in the bridge, on the bridge in deck houses, and also 
in deck houses above that again. The dining saloon is at the 
front end of the bridge, and a drawing room and a smoking 
room are also provided, with several “en suite’ rooms. The 
furnishing and outfit are severely plain, but they are especially 
suited for hot climates. Accommodations are also provided 
for steerage passengers, who will be located in the first ’tween 
deck. Aft there is a full poop, with accommodations for 
officers and a few passengers; the poop has a total length of 
33 feet 6 inches. 

The ship is divided into eleven watertight compartments, 
and a complete cellular double bottom extends from end to 
end. The total capacity of water in this double bottom is 
1,322 tons; fore and aft in peaks 210 tons, and in special holds 
amidships 1,982 tons of water might be shipped; the total 
water carried on ballast trim therefore is 3,514 tons, which 
allows good seaworthiness to the ship for running long dis- 
tances on ballast. 


THE STEAMSHIP MALTE AT SEA, FULLY 


A Large French Steamer. 
BYG i Ge PELTER. 

The steamship Malte, built to the order of La Compagnie 
des Chargeurs Réunis, of Paris and Havre, by Swan, Hunter 
& Wigham Richardson, Wallsend-on-Tyne, is the first mer- 
chantman of the French fleet built especially for an all-around- 
the-world service. © 

This steamer has the following particulars: 


Meters. Ft. Ins. 

Length between perpendiculars......... 147.21 ~~ 483 

Bread thy ic .ncc SO Rees cote sae 16.95 55 8 
Wen tht. cca peers yeeros TOO 34 
IDyrante, isl Tloacledl, occcococconcoden0c0vec 7.32 24 

Gross tomMagGe (WMS). o000ccoccsvos 0c co noeo es oeGoaen 8,321 
INGE TONERS (HONS) sdoove0 so cogeadboee Consooes uome ee. 5,606 
Deachwerine Capacity (WOMS)) 000000000 000G0000000K000C 9,500 
Ikacbicatred! INORSEDOWESPE oo 006000000000000000000 000000006 5,800 


Meangiullispeedionmtrialsm (cots) meaeeeeeeeaeeeeee cee 


9,000 


LOADED WITH TONS OF COAL. 


The main ’tween decks are very high, which allows the car- 
rying of horses or cattle. The handling of the cargo has been 
specially well studied. There are not less than fourteen 
powerful winches, with latest type of derrick accommodations ; 
the most powerful winch can lift 40 tons, and the smallest 5 
tons. Everything has been designed for a quick discharging or 
loading of the cargo. 

The ship is fully equipped with the most modern conveni- 
ences, including electric light,and a complete refrigerating 
plant on Hall’s COz system, which allows the ship to carry 
perishable cargo. 

The vessel is propelled by twin screws, driven by two en- 
gines of the triple expansion, three-cylinder type, which, at 
ninety revolutions per minute, have developed an average of 
5,800 indicated horsepower. The contract conditions as re- 
gards speed were somewhat severe, the vessel having to run 
for a 4-hour full power trial, and subsequently a 24-hour con- 
sumption trial. On Sept. 2 last, during the former, the mean 


208 : 


International Marine Engineering 


May, 1908. 


THE STEAMSHIP MALTE IN ST. NAZAIRE 


indicated horsepower developed considerably exceeded the 
guaranteed power; the 24-hour trial was equally successful, 
the vessel attaining a mean speed of over 14% knots, the 
guaranteed speed being only 13% knots. 

The main engines have cylinder diameters of 25%, 43 and 
70 inches, and the stroke is 48 inches. The main and auxiliary 
engines receive steam from six cylindrical boilers of the usual 
type, being 11 feet 9 inches in length and 15 feet 3 inches in 
diameter; there are 18 furnaces. The total surface of grate is 
366 square feet, and the heating surface 15,660 square feet, 
giving a ratio of 42.8 to 1. The boilers are fitted with How- 
den’s forced draft system. The normal’ pressure in the boilers 
is 200 pounds per square inch. 

The steamer came to St. Nazaire with 9,000 tons of coal 
and was measured by customs officials; afterwards she made 
her official trials for the “subsidy,” and then took 5,000 tons 
of patent fuel for the Saigon dockyard. On leaving St. Na- 
zaire she went to Antwerp, then to Dunkirk, and has left for 
her maiden trip via Suez Canal, Singapore, Hong Kong, 
Shanghai and other Eastern ports; thence via the Pacific to 


THE STEAMER 


KOLPINO, RUNNING RETWEEN 


DOCK, PREVIOUS TO OFFICIAL TRIALS. 


various ports on the west and east coasts of South America, 
and subsequently to the United Kingdom, France and Ant- 
werp. Such a trip is expected to last 240 days. 


The Steamship Tosno. 2 

This vessel was built and engined by Earle’s Shipbuilding & 
Engineering Company, Ltd., of Hull, to the order of Thomas 
Wilson, Sons & Company, Ltd. The ship is intended for pas- 
senger and general cargo trade between St. Petersburg and 
Hull, and is a sister ship to the Kovno, which runs in the same 
trade in conjunction with the Kolpino. The Tosno is a 
handsomely modeled vessel, 318 feet long by 41 feet beam and 
21 feet molded depth, and has a gross tonnage of 1,985. She 
maintained on trial an average speed of 13 knots. 

The passenger accommodation is of a superior character, 
and, combined with quick steaming, should make her a favor- 
ite boat to and from St. Petersburg, the time occupied by the 
passage under favorable weather conditions being considerably 
shortened. There is accommodation for twenty-four first-class 
passengers, the staterooms. being grouped amidships on the 


HULL AND ST. 


PETERSBURG. 


May, 1908. 


International Marine Engineering 


209 


THE STEAMSHIP TOSNO, 


starboard side. The rooms are large, well lighted and venti- 
lated and are fitted with all modern appliances and conveni- 
ences. The saloon and social hall are built of solid oak, set 
off in panels, and are well upholstered. There is a fine 
promenade deck over the saloon, also a large poop deck aft, 
both available for passengers. Large and comfortable quar- 
ters have been arranged for captain, officers and crew. 

The machinery consists of a triple-expansion engine supplied 
with steam from two large single-ended boilers working at a 
pressure of 200 pounds per square inch, and fitted with forced 
draft on the closed ashpit system. The vessel is lighted 
throughout by electricity, and is fitted with the latest ap- 
pliances for expeditiously dealing with cargo, weights up to 
15 tons being handled without the assistance of shore cranes. 


JAMES FISHER. 


THE STEAMER TOSNO, OF THE 


Vickers, Sons & Maxim, Ltd., report for 1907 total profits 
of £768,525 ($3,739,932), from which an ordinary dividend of 
15 percent has been paid. 


JUST BEFORE HER 


HULL AND ST. 


LAUNCHING AT HULL. 


A Large Italian Emigrant Steamer. 


The twin screw steamer Venezia, one of the latest of the 
Fabre Line, was launched April 30, 1907, from the Neptune 
Works of Swan, Hunter & Wigham Richardson, Ltd. This 
steamer was constructed to the order of Messrs. Cyprien 
Fabre & Company, Marseilles, for their emigrant service 
between Italy and New York. She is a handsomely modeled 
vessel, built of steel to the highest class in the register of 
the Bureau Veritas, and to comply with the Italian and 
American emigrant regulations. There are eight watertight 
compartments. 

She is propelled by two triple-expansion engines supplied 
with steam from six large Scotch boilers. Both engines and 
boilers were also constructed at the Neptune Works, the 
engines having cylinders 29%, 48 and 77 inches in diameter, 


PETERSBURG SERVICE. 


and a stroke of 45 inches. They were expected to drive the 
Venezia at a speed of over 16% knots, and the trial yielded 
17% knots. 


210 


The vessel is about 470 feet in length (457 feet between 
perpendiculars) by 511% feet beam and 2234 feet depth. Her 
She is fitted with 
consisting of a 


tonnages are 6,733 gross and 3,802 net. 
accommodation for 50 first class passengers, 
large dining saloon, writing room, smoke room, ladies’ room, 
twenty-four staterooms and one cabine de luxe, all situated in 
houses on the bridge deck and above. The remainder of the 
ship is fitted up for emigrants, over 1,800 in all, in addition to 
Jo &e 1B, 
Hall, London, are the makers of the refrigerating installation 
fitted on board. 

On. her maiden voyage the ship reached New York on Oct. 
I, 1907, carrying 71 cabin and 1,852 steerage passengers. 


which there are hospitals containing sixty beds. 


PRUNES ban 


International Marine Engineering 


May, 1908. 


and stern. The after rudder is actuated by Brown’s patent 
steam tiller, controlled by telemotor from the flying bridge, 
and the forward rudder is worked by Hastie’s steam steering 
gear, situated on the rudder head and controlled by large 
wheel, also on the flying bridge. The vessel has eight large 
boats carried on a boat deck amidships, and a special steam 
winch is provided for rapidly hoisting them. All boats are 
carried on special dropping chocks, which enables them to get 
clear in a few seconds in an emergency. 

The propelling machinery consists of three sets of turbines, 
on the Parsons principle, all, with the boilers, being con- 
structed by Messrs. Denny. A complete installation of electric 


light is fitted in the vessel by the builders. 


LAUNCHING OF THE STEAMSHIP VENEZIA FROM THE YARD OF SWAN, HUNTER & WIGHAM RICHARDSON. 


LAUNCHING OF THE NEW ZEALAND TURBINE STEAMER MAORI AT DUMBARTON. 


New Zealand Liner Maori. 
BY BENJAMIN TAYLOR. 

A turbine steamer, Maori, has been built by William Denny 
& Brothers, Dumbarton, for the Union Steamship Company, 
of New Zealand. The Union Company, quick to note the 
advantages of the turbine system of propulsion, was the first 
to introduce this system to the SouthernsHemisphere. Three 
years’ experience of the Loongana has justified the step, and 
the Maori is an enlarged vessel of the same type, embodying 
the results of that experience. The principal dimensions are: 
Length, 350 feet; molded breadth and depth, 47 and 26 feet. 

As the vessel is intended to run in connection with the rail- 
ways, the appliances for handling her are extremely powerful, 
“and consist of a steam windlass and capstan on the forecastle 
and a powerful warping winch at the stern, the latter being 
arranged to work derricks which are provided for dealing with 
the mails and baggage. Large rudders are fitted both at bow 


Being primarily intended for the night mail service between 
Wellington and Lyttelton, New Zealand, almost the whole of 
the vessel is devoted to passenger accommodation. There is a 
shade deck extending from the stem almost to the stern, on 
which is situated the first class music room, a large apartment 
designed in mahogany and finished in white enamel. The 
furniture is in dark mahogany, and includes an artistic 
music cabinet with bevelled glass panels. ‘The ceiling is in 
strap work, finished in pale tint. The lighting is by means of 
large rectangular windows of Broadfoot’s make, and by a 
well in the center, panelled in the Adams style, and sur- 
mounted by a teak skylight with stained glass windows. The 
upholstery is carried out in silk tapestry, with curtains of 
similar material in pale green and cream shades. The floor is 
laid with Wilton carpet of a blue tone. Abaft the music room 
is the principal companion and vestibule, of a classic design, 
framed in padouk and panelled in figured mahogany. On 


May, 1908. 


either side of the entrance doors spaces are reserved for 
Maori native carving. 


International Marine Engineering 


PAI 


extension, and can be fitted up to accommodate fifty additional 
passengers in the busy season. 


THE TURBINE STEAMER MAORI, BUILT AT DUMBARTON FOR SERVICE IN NEW ZEALAND WATERS, 


Amidships, on this deck, is the first class smoking room, of 
simple classic design, executed in teak and Hungarian ash. 
The roof of this apartment is raised in the center with a deep 
frieze in root veneer, a material also used in the dado bands, 
alternating with panels of figured kauri. The upholstery is in 
uncut moquette of olive color. 

The deck below is the upper deck of the vessel, the forward 
end of which is devoted to seamen’s and firemen’s accommo- 
dation, with separate messrooms, bathrooms and lavatories, 
spacious and comfortable. The amidship portion of the vessel 
is occupied with first class staterooms. In the center is a 
large vestibule of a design similar to the upper vestibule, 
framed in walnut. 

The main deck is fitted up for first class passengers, from 
the chain locker as far aft as the forward funnel; also along 
the port side of machinery space; the starboard side being 
devoted to the culinary department, which is fitted out with 
all the latest cooking and baking appliances. The engineers 
are berthed on this deck alongside of the engine room. The 
space abaft the turbine hatch is fitted up for second class pas- 
sengers. The forward end of the lower deck is devoted to the 
accommodation of seamen, firemen, greasers and petty officers. 
These have large spaces for their accommodation, and there 
are not more than eight berths in any one room. 

Abaft the forward hatch on this deck is the first class dining 
saloon, the design of which is of a classical type, executed in 
mahogany, finished in enamel white. The panels have arched 
tops, and are provided with a raised ornament. The furniture 
is in light oak, and here also spaces are reserved for Maori 
carving. The sideboards are fine pieces of furniture. This 
saloon is lighted by large sidelights and also by a well, which 
is treated similarly. to the saloon design. The. ceiling is in 
an interlaced design, with narrow panels of anaglypta, finished 
in pale tints relieved with gold. The upholstery is in uncut 
moquette.. The curtains are of silk tapestry in various shades 
of pale green, and the floor is covered with Wilton carpet of a 
rich crimson color. 

Abaft the machinery is the second class dining saloon, which 
is framed in mahogany and finished in white enamel similarly 
to the first class saloon. The upholstery is in blue and gold 
carriage cloth. The floor is laid with Brussels carpet runners, 
and artistic curtains are fitted to the windows. The after end 
of the lower deck is arranged for a temporary second class 


AN INCLINING EXPERIMENT.* 
BY HAROLD F. NORTON. 

It seems quite the natural thing that a ship should stand up 
straight in the water, and most of them do, but now and then 
one does not, and, of course, the consequence is disastrous. 
For instance, not long ago there was launched at an Italian 
shipyard a ship which promptly turned over as soon as she 
was afloat, and sank in deep water, while her builders stood 
helplessly on shore and watched months of labor and hundreds 
of thousands of dollars of expense sink beneath the waves. 
Why was it? What was wrong? If you ask a naval architect 
he will tell you that she had a negative G M. 

Now, that sounds innocent enough, but it may be seen to 
be a matter of some importance to determine that a ship has 
a positive G M before she is too fully trusted to the element 
for which she is intended. Of course, in the books on 
naval architecture, it may soon be found just what a positive 
G M is, and by what process it is determined that any ship is 
properly in possession of one, but it may be of interest to know 
just how the government assures itself that the vessels built 
for it are al! right in this respect, and so I venture to de- 
scribe the process called an “Inclining Experiment,” as per- 
formed on one of the late battleships built at the yard of the 
Newport News Shipbuilding & Dry-Dock Company. 

For the benefit of those who are generally interested in en- 
gineering subjects, but have not specialized in this particular 
line, it may be well to explain upon what principles an in- 
clining experiment is based, and it accomplishes its 
purpose. 

A ship at rest in smooth water, for small inclinations, be- 
haves remarkably like a pendulum (see Fig. 1). That is, it 
acts exactly as though the mass of the ship, or its center of 
gravity, were suspended from a point in space which we may 
imagine to be the center of suspension of the pendulum. This 
point in space is called the metacenter. Now, calling this 
point M, the center of gravity of the ship G and the distance 
between them G M (Fig. 1), the importance of G M will imme- 
diately appear. If G M is positive, that is, if the point M lies 
above G, the ship will stand up straight and true in quiet water, 
just as the pendulum will hang straight and true if the center 
of suspension is above the bob. Also, if G M is negative, that 
is, 1f the point M is below G, the ship will promptly turn over, 


how 


* The Sibley Journal of Engineering. 


International Marine Engineering 


May, 1908 


just as the pendulum will turn over if its point of suspension is 
below the bob. Moreover, if the ship is slightly inclined from 
the perpendicular by any external force and then freed, she 
will swing back and forth, and finally return to the perpen- 
dicular, exactly as the pendulum will. The righting moment, 
as it is called, will be exactly the same as for the pendulum, 
that is, the weight of the ship, times G M, times the sine of 
the angle of inclination. 
Righting moment = W xX GM X.sina (1) 
This is explained from Fig. 1, where righting moment = 
Ine SK © ule 
sin 
IR == WY tain Ce SU SK 


cos & 
OM=GM cos @, 

whence R X O M (righting moment) = W x GM X sin a. 
Of course, it must be understood that in Fig. 1 the condi- 
tions for the ship are exaggerated. For purposes of illustra- 
tion, the inclination is shown large, and the distance of M 
above G relatively much larger than would ordinarily be the 
case. It will be noticed that the ship acts rather the reverse 
of the pendulum, for if the ship is inclined to the right, G is 
displaced to the left of the perpendicular through M, and vice 


Pendulum 


/ Ship 
FIG. 1.—THE ANALOGY BETWEEN THE SHIP AND THE PENDULUM. 


versa. Also, the ship does not swing about the point M asa 
center, but about quite another point near the waterline, called 
the point of oscillation. However, for all static forces involved, 
she acts as though she were suspended from the point M. 

Now the point M is quite easy to locate for any given ship, 
submerged to any given waterline, from purely mathematical 
considerations of the form of the ship. Suffice it to say that 
its distance above the bottom of the ship, or base line, is equal 
to the moment of inertia of the waterline to which the ship is 
submerged, divided by the volume of water displaced, plus the 
distance of the center of gravity of the displaced water above 
the base. 

On the other hand, the exact location of the point G, that is, 
the center of gravity of the ship’s structure and the various 
things she contains, is extremely difficult to obtain. Of course, 
it may be approximated by carefully estimating the weight of 
every member of the ship’s structure and every article she 
contains, summing the moments of all above the base, and 
dividing by the total weight. In fact, that is the only way to 
obtain it before the ship is launched and actually afloat in the 
water, and that is the only way to guard against such an acci- 
dent as that cited above. However, it is at best a laborious 
process, and only very approximate. For launching purposes 
it is ordinarily quite sufficient, for the point G is usually much 
below the point M, in launching condition. If such an ap- 
proximate calculation as the above indicated them to be at all 
close together, special precautions would immediately be taken 
for the safety of the ship by filling one of her water bottoms, 
and thus lowering the point G. 

After the ship is in the water, the inclining experiment fur- 
nishes a ready and easy means of obtaining, with very fair 


accuracy, the value of G M and the location of G. At this time 
also it is of importance that such an accurate location should 
be obtained, for as the ship is more and more completed, more: 
and more weights are added, and these are usually weights in 
the upper part of the ship. The point G climbs higher and 
higher, of course M climbing also as the ship goes down in 
the water, and it is of importance to make certain that there 
is no danger of G’s ever catching up with M@. Also, when the. 
ship is nearly or quite completed, it is well to perform another 
inclining experiment. If she is a merchant vessel she is to. 
receive her cargo, and it must be made certain that, whatever 
its character, there shall never be any danger of a negative: 
G M. If she is a warship, she is to receive her ammunition, 
stores and’ equipment, and the same care must be taken re- 
garding every possible distribution of these. For these reasons 
the government usually requires two inclining experiments, 
one soon after launching, and one as nearly as convenient to. 
the completion of the vessel. The one we are about to de- 
scribe was that performed near the completion of the vessel. 

An inclining experiment is based simply upon the principle 
mentioned in the beginning of this article, that for a small 
inclination of the ship, the inclining moment, which is, of 
course, equal to the righting moment, is equal to the weight of 
the ship, times G M, times the sine of the angle of inclination. 
If the ship is inclined by moving a weight across the deck, 
the inclining moment is simply the weight, multiplied by the 
distance through which it is moved. Thus, if we call the. 
weight of the ship ), the weight which is moved across the 
deck w, the distance it is moved d, and the angle of inclina-. 
tion a, we have (see Figs. I and 2): 


GI << oh SG IM SK WY SK Sa CH (2): 
w xd 
or, G M = S< COE Ce (3): 
W 


Since all the quantities on the right-hand side of equation 3; 
are known, or may be readily and accurately measured, we 
have directly obtained a very fairly accurate value of G M. 
Then, since we have seen above that the distance of M above. 
the base may be calculated with fair accuracy, we may obtain: 
the distance of G above the base, by subtraction, and any sub- 
sequent changes in the location of G, due to weights which, 
must be added, or those which must be removed, may be very- 
closely approximated. : 

The angle of inclination is obtained by means of one or more 
plumb-bobs. Battens are fixed at a known distance below the- 
point of suspension of the plumb-bobs, arranged so that they 
are approximately perpendicular to the plumb lines when the 
ship is on an even keel, and so that the plumb lines shall hang- 
close to the battens. The point where the line crosses the 
batten is then marked, and when the ship heels, one way or 
the other, the deflection of the plumb line from this point is 
noted. The cotangent of the angle of inclination may then be 
directly obtained by dividing the distance from the point of 
suspension to the batten, by the deflection as measured on 
the batten. This is evident from Fig. 2, where it may be seen 
that OA + AB = cot @. 

In the experiment we are describing, the weight moved con-- 
sisted of a pile of pig iron on the upper deck near the mid- 
ship frame. In order that the weight might be accurately 
placed, two rows of planks were laid on each side of the deck 
near the gunwales, so that the half-pigs, when laid across 
them, came just to the edges of the planks, about as shown. 
The distance between the centers of the two rows of planks 
was arranged to be 66 feet. Two plumb-bobs or pendulums 
were arranged, one forward and one aft, hung from planks 
laid across the coamings of hatches on the main deck, the 
lines hanging down the hatches and the bobs swinging just 


* Properly, cosecant q, but, for the small inclinations involved, the ~ 
cotangent is virtually identical with this, and is more easily measured. 


May, 1908. 


International Marine Engineering 


213 


clear of the lower platform deck. The battens for measuring 
deflection were then laid across horses set on the lower plat- 
form deck. The lengths of pendulums, or distance from the 
planks across the main deck hatches, to the battens just above 
lower platform, were then measured by dropping down a steel 
tape. The total weight of pig iron was 50.03 tons, and this 
had been carefully weighed and divided into two sections of 
25.02 and 25.01 tons, respectively, the pigs of one section being 
marked with white, and those of the other with black paint, to 
distinguish them. 

The experiment was started with all the weight piled on the 
port side of the ship. Half of it, the white pigs, 25.02 tons, was 
then carried across and laid on the starboard side, and a read- 
ing taken of the movement of the plumb lines across the bat- 
tens. The remainder was then carried across to the starboard 
side and another reading taken. This half, the black pigs, was 
then carried back to the port side, and another reading taken. 
The white pigs were then carried back and a final reading 
taken. The results are set down in the table. It will be seen 
that the return readings checked very well with the first, those 
on the forward pendulum being exactly the same, and those 
on the after one very close. 

Of course, it must be explained that, in preparation for the 
inclining experiment, the ship had been carefully gone over to 
see that there was no free water anywhere, and to take ac- 
count of all weights on board which were not to remain there 
ultimately, or of any which were lacking to bring the ship to 
a completed condition, in order that proper allowance might 
be made afterward in calculating the G M of the ship as com- 
pleted. In the same way, it was necessary to deduct the 
weight of the pig iron used in inclining, the weight of the men 
employed to transport the pig iron across the deck, and of 
those occupied in directing the experiment and observing the 
pendulums. All other men were, of course, excluded from the 
vessel, and at the time readings were taken, all those on the 
ship were required to stand near the centerline, in order that 
even this small weight might not affect the readings. 


INCLINING EXPERIMENT. 


Ship as Inclined.—Practically completed, except certain bat- 
tery weights and magazine equipments; no boats on board; 
some coal in bunkers; no water in bottom, bilges or tanks. 

Draft.—Forward 21 feet 634 inches, aft 24 feet 614 inches, 
mean 23 feet Y% inch. 

Density of Water.—Cubic feet per ton, 35.48. 

Displacement.—Corrected for trim and density of water, 
14,685.54 tons. 

Inclining Weights —s0.03 tons on upper deck. 

Pendulums.—Forward, length 370.50 inches, 
main deck frames 18 and 10. 

Pendulums.—Aft, length 377.75 inches, hung from main deck 
frames 94 and 95. 


hung from 


n 

Gs} 2 : 

2 2 DS Deflection of | | ‘4 eS 

o- | §.| 78a] Pendulum |OE=) 2 P= @ 

2@| 2S | 22°) Gnehes). jae] § | 28| & 

INCLINATIONS. ze ge 2e8 eo Fi S s| 3 

gS aS | 53° 0 On rs) ¥) ‘ 

2 z Si |Star=) |) Bort. | pS O} 

S Q 5 board 
um | 

ROE o|[occocalloonsacllooacccal| LOH sos000/¥60) SBM. ccassllecosoc 
steer dS 25.02) 66.00'1651.32 4.093 
IME oollaccopallacconallesogocel| LDL. coool SOE] SB.Billoocccallonceos 
Ralooon Niet 25.01) 66.00) 1650.66 4.100 
WPCC losocpalloccosloooseesilocoscell IMIIEKO.G0) Bab, ucocloaceoe 
éd.... pedis 25.02) 66.00)1651.32 4.079 
INTs sooccs |lonaogsllocepopbloooooall HO. AACYOa0)! HBA. cooclassnck 
4th... MS 25.01) 66.00/1650. 66 4.100 
{ooov0|lo00000llo0000s|loca0ngallooncc0l| WD, RKA SEW ano ocallanas oe 


In order that the inclinations might not be affected by the 
ship’s touching a pier, or by the pull of any lines, she was 
hauled out between two piers quite clear of either of them, 
and all lines were slacked at the time readings were taken. 
Also, care was taken to choose a time for performing the ex- 
periment, when there was little or no wind, and the water was 
perfectly quiet. 

The drafts forward and aft were carefully read, the density 
of the water tested, and the exact displacement taken irom 
the displacement curve, with due allowance for trim and for 


C.L. of Ship 


Planks laid 
[Ere and Aft 


' 
\ 

d= 66-Ft- {E = ce | 
| Upper Deck \ 


W = 26.02 Tons K 
White Pigs — 
W'=25,01 Tons—__ 
Black Pigs 


Main Deck 


a 
Water i 
Plumb Line 


oe 
Bo}isq Anse @ 


Bseseeavlions Platform Deck 


! 


FIG. 2.—OUTLINE SECTION, SHOWING INCLINATION TO .SCALE. 


density of the water. This displacement, 14,685.54 tons, was 
then used in obtaining the values of G M set down in the 


table. For instance, for the first reading: 
w xX d 
GM=— x cot a. (3) 
W 


w d= 25.02 tons X 66 feet. = 1,651.32 foot-tons, moment 
of the inclining weight. 


370.50 
cot a, for forward pendulum = == Fong, 
10.25 
377-75 
cot a, for after pendulum = = 36.64. 
10.31 


Mean cot a = 36.40, 
W = displacement = 14,685.54 tons. 
1,651.32 

GM = X 36.40 = 4.093 feet. 
14,085.54 

It is not universally conceded to be good practice to begin 
the experiment except with the ship on an even keel. There 
seems very little valid objection, however, to beginning as 
above, with the ship inclined to one side, except that it is not 
practicable to set the deflection battens accurately perpendicu- 
lar to what will be the hang of the plumb lines when the ship is 
on an even keel, and the drafts cannot properly be read before 
the experiment begins. If, however, the deflection battens are 
placed parallel with a deck, they will be so nearly perpendicu- 
lar to the plumb lines, with the ship on an even keel, that con- 
sidering the great length of the pendulums and the comparative 
smallness of the deflections, the error is practically negligible. 
If, then, the draft readings are taken when half the weight is 
on each side, the above method of performing the experiment 
would seem to possess no special disadvantages, and it has the 
great advantage of convenience, since the weight may al! be 
hoisted directly from a pier to one side of the vessel, at the 
beginning of the experiment, and when the experiment is over 
it is all back on the same side, ready to be lowered to the 
same pier. 


214 International Marine Engineering 


May, 1908. 


SAIL MAKING. 


BY ADRIAN WILSON. 


There is, without doubt, a limited demand for some good, 
reliable work on the making of sails. Only one or two books 
have been written on the subject, and they are really of no use 
to the ordinary yachtsman, and of little practical value to a 

‘sailmaker. What little has been written applies only to the 
making of square sails used on merchant ships. The only 
valuable book of this kind is one written in England by a 
practical sailmaker named Dice, on the cutting and making of 
jibs or headsails. It is a book of real value, as it treats of the 
matter in a really practical and scientific manner. Mr. Dice’s 
ideas we believe to be original and his conclusions sound; and, 


them to carry out, in the use of their sails, the work begun in 
the sail loft. Jt is a fact that more poor sails are made on 
yachts than in sail lofts. By this I mean that as much, or 
even more, depends on the intelligent handling of sails as in 
their making. The sailmaker can use all of his skill in the 
making of a racing suit, and spend days on its construction, 
yet it may all be lost, or thrown away, by the handling it re- 
ceives when put on board the yacht. 

Now comes the question as to what are the principal ele- 
ments of the best racing sail; on what principle is it con- 
structed that gives it real value as a racing sail? There are 
some very opposite opinions on this question. It has been a 


question for some years as to the superiority of English vs. 
American sails, or vice versa. On this point are two directly 


ON THE WIND. 


THE FOUR-MASTER AFGHANISTAN 


BROADSIDE VIEW, 


(Photographs, N. L. Stebbins:) 


having put many of his ideas to practical use, we have proved 
them to our satisfaction to be of value. All other works on 
the subject we have found to be simply useless to anyone 
except a practical sailmaker. These works, as a rule, consist 
of a lot of matter used by the ordinary master sailmaker in 
laying down and cutting sails. If read by the ordinary yachts- 
man he would probably know about as much in regard to sail 
making at the start as he would at the finish. I am of the 
opinion that any attempt to write up the subject, so as to make 
it an intelligent or enlightening book, would result in a failure. 
There are so few to whom it would be of real benefit that it 
would be a useless waste of time. 

In our work as sailmakers we have learned, through long 
experience, certain established facts and principles that are of 
great value to us and also to our customers. One trade secret 
is worth more than all the patents ever issued. Through long 
experience and accumulation of certain details we have col- 
lected together much valuable data in our line of work; espe- 
cially has it been our good fortune to get the facts together 
through our experience in making sails for racing yachts. 
Opportunity has presented itself by our ability to see the sails 
in actual use and in all conditions of weather. This oppor- 
tunity, together with the training of intelligent workmen, has 
enabled us to direct the cunning hand of skilled mechanics to 
produce results which have turned out racing sails that lead 
the world in attainment of speed in sailing yachts. 

While we have made it a point for years to say as little as 
possible about the cut and making of American racing canvas, 
we believe the time has come when the protection of our in- 
terests makes it necessary that we put something into the 
hands of our customers that shall give them an intelligent 
understanding of why we do certain things, and shall help 


THE SCHOONER YACHT DERVISH. 


(Photograph, N. L. Stebbins.) 


opposite opinions. The English designers and sailmakers 
believe in a flat surface or straight plane for the fore and aft 
body of their sails. 

At the time the yacht America sailed her famous race at 
Cowes, the English yachtsmen were thoroughly convinced that 
her victory was due to the fact that her sails were perfectly 
flat. This was not a fact. The sails of the America were 
made by the writer’s father, R. H. Wilson, of Port Jefferson, 
N. Y.; and while, in comparison with the sails made in 


May, 1908. 


England at that time, they had the appearance of perfectly flat 
planes, they were in reality no such thing. There was a 
certain curved line in these sails that was almost as near the 
correct thing as it was possible to make, and no improvement 
has been made in sails from that day to the present time; nor 
is it possible to improve on them, as this curve or draft was 
about as nearly perfect as possible. The America’s sails were 
made of cotton duck, especially made for this suit of sails by 
John Colt, of Passaic, N. J. The superiority of this fabric 
over the flax or hemp duck used on the English yachts, which 
was a soft, flabby material and cut with a great amount of 
bag, was at once demonstrated by the ability of the America 
to cut-point and out-foot the English boats. 7 

Tf the reader cares to look up the records of the races sailed 
for the America’s cup, he will find that all of the American 
victories have been due to the fact that the American boats 
are faster in windward work. In some of the later races sailed 
for the cup the English yachts have shown that they could do 
better than the American yachts in both reaching and running, 


' 


International Marine Engineering 


215 


We would begin by giving our readers our experience as 
to the best forms of sails. Some of our measurement rules are 
directly responsible for badly proportioned sails. I have 
always contended that sails should be measured by their actual 
areas, and should not be computed from measurements taken 
by measuring the spars. The Massachusetts Yacht Racing 
Association has adopted this method for several years. The 
canvas in a sail is measured and the spars are not, so the 
boat is taxed only for the actual area she has in her sails, and 
the spars can be made sufficiently long to insure the proper 
setting of the sails. The restrictions are put on the light or 
balloon sails. The same question arises in almost any rule. 
The new rule, under which we are to-day building the Class 
“Q” boats, is productive of an abnormal sail plan. The de- 
signer is forced to produce a high, narrow-headed sail, of 
which I shall have more to say later. The tall, narrow plane 
has some very serious faults that should not be carried to the 
extreme they are in the Class “Q,” and especially the Sonder 
Klasse. 


DOUBLE TOPSAILS AND TOP GALLANT SAILS. 


A SHIP WITH DOUBLE TOPSAILS, ON THE LONG OCEAN SWELL. 


BARK WITH DOUBLE’ TOPSAILS. 


(Copyright photographs, Lamson Studio.) 


but as soon as any windward work begins the latter imme- 
diately begin to show their superiority. I contend that any 
boat that can show speed in reaching and running should be 
able to do the same in windward work, provided she is as well 
clothed as her antagonist. 

We see much written to-day by yachting experts on the 
draft in American sails. We are inclined to think that too 
much has been written on this very point, and we are giving 
points to the other fellow that we had better “keep up our 
sleeve” for another day. I must say I am not at all in sympathy 
with the idea—no matter how good a fellow our opponent may 
prove himself to be—that we should immediately turn over 
to him the full working plans of our winning boat, and also 
present him with a suit of American sails. Why, it would bea 
grand idea to present to a “jolly good fellow” on the other 
side of the “pond” the Reliance, the fastest craft afloat, and 
ask him to challenge again! 

In our work as makers of sails for some of the most famous 
boats afloat, we have learned many valuable points and col- 
lected much valuable data, and we propose to keep it to our- 
selves. It is our stock in trade; but, as I have said, we can 
give our friends much valuable information that will be of 
real value to them in the handling of their canvas. 


The idea of draft in a sail does not mean that the sail should 
be a bag, or approach bagginess in any degree. There is a 
vast difference in the meaning of the two terms. 

The theoretical idea of a sail being a perfect plane is carried 
to the extreme in all sails of English manufacture. We believe 
that the idea of a sail being a perfect plane, starting at the luff 
or mast and going in an absolutely straight line to the leach, 
giving a surface that allows the wind current to pass across 
the sail and escape at the after leach, is not correct. But if 
the sail can be so constructed that the wind entering into its 
surface strikes the sail at an angle slightly diverging from its 
true course or direction, it strikes the sail with a greater 
impulse, and should give the sail more push. 

To put it in a plainer way, here is an illustration of the idea 
I wish to convey. Suppose the boat is laying at a mooring 
with sail set perfectly smooth, and is directly in the wind. If 
at the point of center of effort of the sail a cross should be 
marked on the surface of sail, and a plumb line dropped from 
the gaff, crossing the mark at center of effort—we are sup- 
posing the boat to be laying directly in the wind—if she be 
payed off on either tack so that the sail becomes filled with 
wind, the cross marked on the sail would immediately move 
forward of the plumb line. Now, we claim a sail should have 


216 


International Marine Engineering 


May, 1908. 


ES 


incorporated into its construction in the forward body enough 
fullness or freedom in its surface to accomplish the above 
result. 

As I have already said, there is a vast difference between 
the terms “draft” and “bag.” A sail so made that it shows 
only one curve, or the segment of a circle, in its surface is 
entirely wrong. That is “bag.” “Draft,” properly described, 
means an elongated parabolic curve, or a curve commencing 
in the luff or windward part of the sail next to the mast in 


B B Gaft 


A = C 


Boom 


FIG. A. 


a parabola, continuing into a nearly straight line to the after 
leach. But still further, the after part must not be too hard 
and flat. At its outer part it should still show some consider- 
able freeness, so that the after edge of the sail may not in any 
sense show a tendency to hold at all to windward of the true 
ending of the elongated curve, as shown in Fig. a; where 
A is the boom, B is the gaff, C is the mast, D is one-third 
of distance from boom to gaff, and E is two-thirds of distance 
from boom to gaff. 

The illustration is simply to give an idea of what we mean 
by draft, and how it is distributed in the sail. Now, the 
amount of draft to be put into a sail depends to a great extent 
on the shape and proportions of the sail, and the shape and 
proportions of a.sail should depend to a great degree on the 
locality and conditions in which it is to be used. I now refer 
to a paper read at the Massachusetts Institute of Technology, 
and include with this a copy of the same as follows: 

Before going into the discussion of shape and proportion of 
sails, one other consideration must be given, as to the different 
conditions under which a boat may be used. By conditions 
under which she is sailed I mean weather and locality, and 
in using the word conditions I wish it understood as referring 
to the strength of the winds. In our experience as sailmakers 
almost the first question we ask a customer is: “Where do 
you use this boat?” 
ference as to the location, for at the different points along’our 
coast we find the weather conditions so entirely different as to 
cause us to make very different recommendations for a sail 
made for use in Buzzards Bay or Long Island Sound or at 
Marblehead. In our opinion the sail plan for a 21-footer for 
use at Marblehead should be quite different from one for use 
in Buzzards Bay. 

At Marblehead the weather conditions are such that we 
would recommend a very high, narrow plan, while at Buz- 
zards Bay we would recommend a lower, broader plan for the 
same design. The conditions at Marblehead are, on an 
average, light winds. Also, the wind currents are high up 
from the water, and what might well be called streaky cur- 
rents, the wind being found in veins, a peculiar feature of this 
locality, especially in light winds. I have no real authority 
for this statement, but should judge that my statement would 
stand some test. At Buzzards Bay the prevailing winds are 
southwest, and strong and heavy, the sea breeze blowing in 
damp and strong. As we ship our sails to many different 
localities, we find it quite to our advantage to inquire ineo and 
study these conditions. 

Possibly San Francisco Bay may be an interesting example 
of these conditions. At first-it was a difficult problem with 
us, and, in fact, it took about two seasons for us to accom- 
plish the best results there. The conditions there are peculiar, 
in that the trade wind blows directly into the harbor and 
generally right up the bay, taking the channel or center of 
the bay. Starting out from the city side of the bay, a yacht 


We have found that it makes a vast dif- ' 


will have a soft, light wind blowing from 4 to 7 miles an 
hour. As she approaches the channel or center of the bay she 
enters the strong current of the trade wind until, reaching its 
center, she has a wind of from 25 to 30 miles an hour, and 
goes out of this as she reaches the other side of the bay. So, | 
practically, she sails from a light wind through a strong one 
into another light wind, and here we find a double condition 
to contend with. Sails made for use in these waters are really 
a compromise between what we would make for the two con- 
ditions alluded to earlier. Knowing the conditions of weather 
under which the boat would sail, it would be a choice of either 
one of the plans mentioned—that is, the high, narrow plan, the 
low, broad plan, or a compromise between the two. 

Let us consider first the important characteristics of the 
light-weather sail plan. In all of these plans the angle of the 


Fic. 1. 


gaff or peak of the sail is a most important factor, and is 
deserving of the greatest consideration. We have found from 
experience that the high, narrow sail will not bear so high an 
angle of peak as the low, broad sail plan. In order to get the 
best results for light conditions, it of course becomes neces- 
sary as the hoist is increased to shorten the gaff, and take 65 
degrees maximum and 50 degrees minimum as a basis for all 
peak angles. As I say, taking 65 degrees as a maximum, as 
the hoist is increased and the gaff is shortened, the angle of 
peak should be lowered. I am speaking of a restricted area. 

In the present raceabout class, an angle of 60 degrees on the 
following dimensions of mainsail will be found to give the 
best results: Hoist, 22 feet 3 inches; head, 13 feet 9 inches; 
foot, 24 feet, and leach 37 feet; 480 square feet in the main- 
sail and 120 square feet in the jib. The illustration before you 
is what we consider one of our best 21-footer sail plans for 
light conditions. In the proportioning of one sail to the other, 
or in dividing the area into the two sails, mainsail and jib, this 
plan is a very excellent one, and shows the result of careful 
study as to the best result to be obtained in dividing the 600. 
square foot area. (Fig. 1.) 

To make a comparison of one or two plans I will take first 
one of our champion 25-footers, and illustrate the point as to 
overpeaking the mainsail by explaining how at first this was a 
very unsatisfactory sail, and, by a slight alteration, was so 
greatly improved as to make the boat an easy championship. 
winner. The sail as seen by myself, under almost ideal 


May, 1908. 


International Marine Engineering 


217 


conditions, was far from satisfactory, and had a very serious 
fault in that it showed entirely too much bag in the upper for- 
ward angle of the sail. If the peak was set up to the angle at 
which: it was designed, the sail had the bad fault mentioned, 
and the yacht had to be kept off to allow the sail to be kept full 
of wind. Now, in order to lessen the bag mentioned, the peak 
was dropped, with the result that the gaff swung off to 
leeward, and then the boat would not reach as fast as she 
should. The correction was made by cutting down the angle 
of peak 6 degrees, with the result of getting an almost ideal 
sail. (Fig. 2.) 

With the amount of area divided into the two sails of a jib 
and mainsail rig, care should be taken to so place the sails 
on the boat that one will be entirely independent of the other; 


that is, it will be found of much advantage if the jib is placed 
far enough forward so there can be no draft of wind or air 
current passing from the headsail to the lee side of the main- 
sail. If the two sails are so close to each other that the 
current of wind from the jib strikes the lee side of the main- 
‘sail, it is more than likely to lift the forward part or luff of 
the mainsail out to windward, and, of course, that part so 
affected is a dead loss to the boat. The sails should be so 
placed that every inch of the mainsail may be doing its full 
work. Especially should the head of the jib be kept well away 
from the mast, as the upper part or the head of the jib is 
much nearer the mast than it is at the deck. Also, the upper 
part of the mainsail is at a broader angle than the boom. So 
you may readily see the importance of keeping the jib clear of 
the mainsail. 

In designing headsails, this question of one sail interfering 
with the work of another is of great importance. In a plan 
where the head area is divided into two sails, this question 
should receive great consideration. In our older plans of 
boats, designed and built fifteen or twenty years ago, when the 
double-head rig or cutter rig first came into use, we at first 
had a great deal of trouble in getting satisfactory headsails, 
and the greater part of the trouble was from the cause I have 
just mentioned. 

On a single-masted boat the headsails are called forestay- 


sail and jib, but properly speaking they are really foresail and 
jib, as the name forestaysail should really apply to the first sail 
forward of the masts on a schooner. ‘In either rig, sloop or 
schooner, the two sails must be so arranged as to have the 
least interference possible with each other. Care must be 
taken to keep the jib from coming too close to the forestaysail, 
and one way to succeed in this is to be careful not to get the 
points at which the two sails attach to the mast too close to 
each other. 

The jibstay should be a very considerable support to the 
masthead. And the forestay, while being kept as much as 
possible clear of the jibstay, should not be placed so low down 
on the masthead that the strain of the halyard in setting the 
sail may be in any way likely to assist in pulling forward that 
part of the mast near the jaws of the gaff. 

The boom should be placed high enough from the deck so 
that the helmsman may have a good opportunity to see out 
under it at almost any angle of heel. On a 21-foot raceabout, 
18 inches is a convenient height, and at the taffrail 3 feet 
should make a good, convenient clearance, and also keep the 
end out of the water when running with a free wind. Now, 
in getting the right length of mast for a boat of this class, or 
any class (as this rule will invariably apply in all cases), do 
not lose sight of one very important point—the lower peak 
halyard block should never be lower than a level line drawn 
through the center of the gaff. This will always insure your 
being able to hold the peak up to its proper position. The 
lower peak angle will, of course, have a greater tendency to 
thrust or push against the mast at the jaw of the gaff than 
the higher angle. Should this occur it can be remedied by 
a strut and stay on the forward side of the mast, which has 
been adopted on almost all classes of racing yachts to-day, 
from the 15-footer to the.90-footer, and with this arrangement 
of rigging the spars can be made much lighter in weight. 

The jib on a 21-footer is of the following dimensions: Luff, 
31 feet 5 inches; leach, 22 feet, and foot, 11 feet 3 inches; the 
intersection of the foot and leach being the point nearest to 
the mast, this distance on the plan I am discussing at this 
point being 2 feet 4 inches and the head 3 feet from the mast; 


so you may readily see the care taken to prevent the jib throw- 


ing any wind under the lee side of the mainsail. Of course we 
would not carry this out on a larger boat, as it would not be 
practical on a sloop or schooner, especially one of size. Pos- 
sibly I might have covered this point in fewer words by say- 
ing, “in planning your headsails do not make them lap one over 
the other any more than necessary.” I firmly believe that the 
best jib is one that does not lap by the forestay at all. In 
headsails the foot should be cut high, the forestaysail well up 
and clear from the deck. Also, the jib should have a high 
clew (this is the point where the leach and foot intersect). 
The nearer a jib on leach and foot approaches the same 
dimensions, the more perfect will be the sail, and especially 
is this true of jibtopsails. While all of our knowledge on this - 
matter has been gained in a practical way, it has been almost 
the work of a lifetime to educate yachtsmen and designers to 
these facts. In making plans for schooner rigs, it has become 
almost a custom to place the mainmast at about the midship- 
section, which on most of the modern plans will be found near 
the center of the waterline. The foremast will come nearly 
half way from the mainmast to the stem of the vessel, and 
on almost all of our schooner plans I find the center of effort 
will be found just about at the forward side of the mainmast, 
and the center of lateral resistance from 18 inches to 2 feet aft 
of this. 

The custom of making the mainmast longer than the fore- 
mast I also find falling into disuse, and on almost all of our 
new plans you will see the two masts of about the same height, 
with some little difference in lengths of the topmasts. The 
rigging plan should also be a part of the sail plan, as it is 


218 


International Marine Engineering 


May, 1908. 


most important that the mast and other spars be held as 
straight and firmly as it is possible to make them. As soon 
as a mast or boom or gaff begins to bend or buckle out of 
shape, just so soon is your sail out of shape and losing its 
efficiency. The shrouds should be placed, one from the top 
of the masthead leading forward of a center line of the mast 
to hold the masthead from springing back, and one from a 
point as near as possible to the jaw of the gaff, leading aft to 
hold against the forward thrust of the jaw of the gaff. The 
jibstay and upper shroud should hold the mast from coming 
aft. The lower shroud and runner should hold the mast from 
coming forward. 

Another important point in relation to your sails is to 
properly trim them. Knowing after a trial at about what 
angle the main boom should be, great care should be taken to 
get the head sheets so arranged that they will work to the 
best advantage with the mainsail. The head sheets should not 
be too broad or too flat, and in planning them care should be 
taken that their shape and proportions are so arranged as to 
have them sheet at convenient places on deck, or, in the case 
of the jib, on the rail. Many a boat has never shown her 
best speed for the reason that her headsails were improperly 
shaped, or not trimmed at the right angle for their best work 
with the mainsail. 

Now, in making a suit of racing sails it is our custom, start- 
ing with the sail plan of the yacht, to make a cutting plan of 
each sail. We cut all of our sails on the floor. We first make 
a plan of the sail, drawing in the curves or roaches, as the 
sailmaker would term them, for each side of the sail. It 
would be impossible to cut a sail by laying down simply a set 
oi straight lines. The body of the sail is not a flat plane. 
Consequently it becomes necessary to give it form by laying 
outside of these straight lines some curves whereby the body 
of the sail may have some draft or curved lines that make a 
perfect sail. We have from our data established a scale of 
percentages that we use to give us the amount of curve we 
shall put into the foot or boom part of the sail, also in the 
mast or luff, head or gaff and leach. These curves, properly 
determined, are put on the plan, and the same is laid down 
on the loft floor. The cloths are carefully cut to these lines, 
great care being used to know that the same amount of ten- 
sion is applied to each cloth. Each cloth is pinned to the floor 
until all are cut. Next comes the careful marking of each 
seam. The cloths are laid one on each preceding one and 
marked at every foot for the machine or hand sewer, and the 
foreman makes it his business to see that the marked spaces 
are carefully matched in the sewing, whether sewed by ma- 
chine or hand. 

After the sail is carefully sewed together it is again spread 
out on the floor, and each seam is carefully ironed out so that 
it may come to the original dimensions. In hand-made sails 
the greatest care is taken in this detail, as it occurs in hand 
sewing that a certain amount is taken up in sewing the sail. 
The seams, when the sail is spread out on the floor, are care- 
fully ironed out as smoothly as possible. The finished dimen- 
sions are then laid down on the sail, and the lines of roach or 
curve to be put into the sail are marked. The part that is out- 
side of these dimensions is what the sailmaker would call the 
“tabling.” Outside of the sail loft it would be called a hem. 
Herein lies a point about which we are very particular. The 
strips or tablings are laid back on to the sail to make the hem 
or strengthening pieces around the edge of the sail where the 
rope will be sewed on. It is not our custom, as with some 
sailmakers, to put on the edge of the sail straight bands of 
duck for tablings, as we have found from experience that these 
bands will not stretch evenly with the sail, and so we provide 
bands cut from the sail as described, so that each thread in the 
band may lay parallel with the sail under it, insuring an even 
stretch to both parts. These tablings are carefully basted to 


the sail, and sewed either by hand or machine, as the case may 
be. All of our lighter sails are made by machine in these 
days, and our heavier sails are made by hand. We do many 
things on the hand-made sail that can be accomplished only by 
the cunning hand of the skilled workman. 

After the sail has been tabled or hemmed, the eyelets are 
inserted by which it is bent to boom, gaff and mast hoops. It 
is then turned over to the roper, and herein lies the finest part 
of the whole business, and the success and future of the sail. 
Only the very best and most skilful workmen are employed 
on this part of the work. He must be a man of good judg- / 
ment, and able by his skill as a workman to put into his work 
the idea of the master. The ropes are carefully stretched and 
marked at spaces of 1 foot, like marks being placed on the sail, 
and where there is more rope than canvas wanted for a cer- 
tain space, or the opposite, as the case may be, the workman 
shall be able by his skill to sew the two together to the satis- 
faction of the foreman. 

The bolt ropes vary on the different sides of the sail as to © 
size, and how they are roped on to the sails. Years of ex- 
perience have taught us that the best bolt rope for yacht sails 
is the imported Russia hemp bolt rope, made by Hoth, of St. 
Petersburg, Russia. 

All duck or canvas will stretch. The amount of stretch de- 
pends on the material or fiber of which it is woven. Up to 
about the year 1840, or thereabouts, all sails had been made of 
flax. If I am not greatly in error, the first sail made of cotton 
was about the year 1832, and the first cotton to be used in 
sails was worked up in New York city. The flax duck used 
up to that period was very similar to the flax in use to-day. 
Most of this material was made in Holland, and was known as 
Holland duck. It is used in England and on the continent to- 
day for sails for ships and coasting vessels. Up to the coming 
of the yacht Tiistle, the English sailmakers had used flax 
duck for their racing sails, although of a quality much superior 
to that used for commercial purposes. In fact, it is in use 
to-day in England for cruising yachts. 

The great advantage of cotton fiber over flax is that it does 
not stretch so*much, and will not come and go to such an 
extent with the changes of the weather; that is, when subject 
to dry, hot winds, will give or stretch but very little as 
compared with flax. With the adoption of cotton in the mak- 
ing of canvas for sails, there was also put into practice in this 
country the lacing of sails to the boom. As I have said, any 
piece of canvas will stretch, one principal reason being that 
duck is constructed on what the weaver calls a plain weave or 
basket weave. It is made by two sets of yarns, one known as 
the warp, or those threads which form the length of the piece 
of goods, the other set being the weft or filling thread. In 


weaving a piece of goods, the warp is comprised of two sets 
of threads, the upper and lower. The filling or weft passes 
between the two warp threads. The warp passing up and 
down on the weft or filling has some considerable corrugation 
put into its length, as can be seen by Fig. b, which shows the 
form of a piece of canvas if cut lengthwise, the circles show- 
ing as the ends of the wefts or filling, and the warps showing 
as corrugated. 

In weaving a piece of ordinary canvas, the weaver would 
make an allowance of nearly 25 percent for take-up in the 
warp; that is, if he wishes to make a piece of canvas 100 
yards long, he would require 125 yards of warp thread. In the 
weft or filling, the thread laying nearly straight in the goods, 
the take-up would be about 10 percent. Before being put into 
the loom, a certain amount of twist is put into both of these 


May, 1908. 


threads, as each is comprised of a multiple of smaller single 
yarns. This is called doubling, and as the number of doub- 
lings, so is the number of twists per inch. This is a mathe- 
matical problem, and is worked out by the weaver on that 
principle. This twist put into the yarn gives it a certain amount 
of spiral. The more twist or spiral it contains, up to a cer- 
tain point, the more will it stretch. Take a number of small 
threads and lay them parallel. Also take the same number of 
threads and twist them up a number of times or twists, and 
you can easily see that the twisted threads will give or stretch 
more than the straight ones. “The twist is necessary to give 
the required strength to the fabric. 

If we take a piece of duck or canvas of a certain length and 
subject it to a strain, it will, if pulled lengthwise, stretch, for 
the reason that the corrugation caused by the weaving pro- 
cess, and also from the spiral caused by the twisting of the 
single yarns together, give and stretch; but, while it stretches 
in length, it will, at the same time, become narrower. As it 
goes out lengthwise, it will come in crosswise. 

As all duck-will stretch more lengthwise than crosswise, we 
have of late years adopted a method of making sails which we 
term crosscut. Formerly it was our custom to arrange the 
cloths parallel with the after leach, and we had to make con- 
siderable allowance for stretch. In crosscut sails—or those 
sails which have the cloths or seams arranged at a right angle 
to the after leach of sail—we have put that part of the goods 
having the least tendency to stretch to the line of the greatest 
strain. The greatest strain to which a sail is subject is from 
its clew, or that corner of the sail attached to the outer end 
of boom, on a line drawn from that point to the center of 
effort in the sail. That we have a smaller amount of stretch 
to contend with in crosscut sails than in the old style of cloths 
arranged parallel to the after leach is a fact, and makes the 
problem a much easier one for the sailmaker. 


(To be Continued.) 


THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY F. WALKER, M. I. E. E. 
HEATING BY WARMING THE AIR ENTERING THE ROOM. 


The tendency of modern heating appliances, both on shore 
and afloat, is to warm each room individually, each cabin, 
saloon, corridor, etc., by warming the air entering the room, 
or a certain portion of it. As will be explained in dealing 
with ventilation, the latest application of the system combines 
heating and ventilating. The ventilating air current is made 
use of to warm the room by being itself warmed before it 
enters the room, and similarly the air may be cooled before 
entering the room, and so keep the temperature down. 

There are several methods of warming the air entering the 
room in which the appliances that have been described are 
made use of, with slight modifications that will be explained, 
and in addition to these the whole of the air is warmed by 
special apparatus, as described above. One of the methods 
that have been developed on shore is by causing a certain quan- 
tity of oil to be heated by the stove, or fire grate, as explained 
below, and to be delivered into the room at a higher tempera- 
ture than rules outside. 


SPECIAL AIR-HEATING STOVES. 


On shore a number of stoves have been developed that are 
doing very good work in hospitals and other institutions, in 
which a certain quantity of air is warmed before it enters the 
room by being passed over a hot surface, specially arranged 
for it, in the grate or stove with which the room is heated in 
the ordinary way. The arrangement of the grate is shown in 
section in Fig. 48, and a complete stove is shown in Fig. 4Q. 


International Marine Engineering 


219 


This is the form made by George Wright & Company, Rother- 
ham. (See next page.) 

It will be seen that in place of the fireplace extending right 
to the back of the chimney, there is a space behind that devoted 
to the burning fuel within the chimney proper, and that the 
hot gases, smoke, etc., from the burning fuel are taken up 
through an iron flue inside the chimney proper instead of 
being delivered straight into it from the fireplace. Air is led 
between the flue and the chimney space from the outside, 
usually by a duct leading from the outside air through one 
of the outside walls in the neighborhood, where a grating is 
provided that can be arranged to regulate the quantity of air 
entering. The cold air from outside passes through the duct 
over the hot surface of the back of the fireplace and that of 
the flue above, and is delivered into the room through gratings 
provided for it at the level of the usual chimney breast in front, 
and sometimes also at the sides. 


FIG. 51.—WARM AIR VENTILATING GRATES (GEO. WRIGHT & CO.) 


In the large hospital stove shown in Fig. 51 the air is de- 
livered from the front, sometimes the top, and always the 
sides, and it is a common thing for hospital wards to be 

yarmed by a stove of this kind at the end farthest from the 

door, and one or more pairs of similar stoves standing back to 
back in the middle of the ward, at a certain distance from the 
door. Stoves of this kind are made for smaller rooms as well 
as for the large rooms of which hospital wards usually consist, 
and it appears to the writer that they could be very well 
adapted for heating the saloons, mess rooms, etc., on board 
ship, the air to be warmed being taken from above the upper 
deck by a ventilating arrangement, properly protected in the 
usual way, and brought down at a little distance from the 
stove and then run in under the deck to the air space de- 
scribed. 

A modification of the air-heating stove, which has been 
used in a school, but. which is somewhat crude, consists of a 
stove of the usual slow-burning type, standing near the middle 
of the school room, with'a chimney carried vertically to within 
a few feet of the ceiling, and then carried to the outer wall at 
an angle a little above the horizontal, the chimney being contin- 
ued outside the outer wall in the usual way. The nearly horizon- 
tal portion of the flue has a second cylinder surrounding it, into 
which air is brought from outside at the point where the flue 
emerges, and the air is warmed by its passage through ‘the 
annular space between the flue and the surrounding cylinder, 
and is delivered to the room above the stove, warmed to a 
certain temperature. 

The arrangement of the air-heating stoves mentioned for 


220 


hospitals is a great favorite with some of the superintendents, 
because they say that the firegrate gives the ward a certain 
cheerfulness, and the matter of heating the air is fully provided 
for by the arrangement described. The radiation from the 
dancing flames of the ordinary cheerful fire has also an im- 
portant bearing upon the subject. The yellow flames that the 
Anglo-Saxon so likes to see give out light rays principally; 
but, according to the latest experiments, the light rays are con- 
verted into heat rays after passing through the skin and warm 
the body, while the red rays and the dark or invisible heat 
rays do not pass through the skin, and have therefore no useful 
effect, unless they are made to impinge upon something that 
will absorb them, such as the furniture of the room. The 
hospital superintendents referred to find that the ward fires 


\ Warm Air 


biti pitti it its 
yy Yy Vii, 


SS 


) 4 ! VERTICAL 
} SECTION, 
Co® y / 


FIG. 48.—AIR-HEATING FIRE 
GRATE, 


have a good effect, and under the above reasoning they are 
scientifically correct. 


HEATING THE AIR BY MEANS OF STEAM, HOT WATER AND 
ELECTRIC RADIATORS. 


The next method of heating the air is by causing it to pass 
over the radiators that have been described, on its way into the 
room. It will be understood that there are two methods of 
arranging radiators in any room that is to be heated. One is 
by fixing the radiator somewhere near the middle of the room, 
and allowing the air of the room to be gradually warmed up 
by the convection currents that are set up and by the radiation 
from the stove. This method gives the engineer very little 
control over the temperature of the room, or of any part of 
the room, at any moment. If a door, for instance, is left open, 
and the passage or corridor into which it opens contains cold 
air, the heating within the room will probably be very poor, 
even with a considerable number of heating appliances, except 
in their immediate neighborhood and on the opposite side to 
that from which the draft is coming. The case is very similar 
to that of the coal fire with an open door or a very drafty 
door. 

The other method is to place the radiators, or other heating 
appliances, in the path of the air that is entering the room and 
that is to be used more or less directly for ventilation. Where 
ventilation is effected entirely by windows, by open door, or, 
as is so frequent, by loosely fitting doors, it is practically im- 


_International Marine Engineering 
ee ee VA aS ee TAD i TPE eg ee 


FIG. 49.—FfRONT OF AIR-HEATING FIRE GRATE. 
AIR ISSUES THROUGH REGISTER AT TOP. 


May, 1908. 


possible to employ radiators in this way. But where doors 
are properly fitted, and where a supply of air is taken directly 
from outside of the room, it can always be warmed by passing 
it over the surface of a radiator. On shore the usual method 
is to fix the radiators close to the outer walls of the building; 
under a window is a favorite position. Holes are made in the 
wall, fitted with gratings of various forms, arranged so that 
the quantity of air passing through them can be regulated; 
and the air entering the room through these gratings is caused 
to pass over the surface of the radiator on its way, and there- 
fore attains a certain temperature before it mingles with the 
air already in the room. 

In a modification of this arrangement, the radiator is 


specially fitted, as shown in Fig. 52, with a plate on the inner 
side of the radiator tubes, which acts as a baffle to the air; and 
the air is obliged to pass over the full vertical and horizontal 
length of the radiator, and issues from it at a certain height 
It is given a certain upward tendency, which 


above the floor. 


WARM 


FIG. 50.—EACK VIEW OF AIR-HEATING FIRE GRATE. 


causes it to mingle better with the air in the room, and produces 
very good heating effects. The question of the exit of the 
air in these cases belongs to the matter of ventilation and 
will be dealt with fully in that section. It may be mentioned 
here that the vitiated air of the room is usually carried off 
by the chimney, which still forms a part of the equipment of 
the modern house that is fitted with radiators, a grate also 
being provided that can be used in case of emergency. 

On board ship, the equivalent of this would be similar to 
the arrangement suggested for the air-heating stoves. Venti- 
lators bringing air from the topmost deck, or from the outside 
atmosphere, wherever it can be obtained without danger, would 
carry it by means of pipes down into the saloons, cabins, cor- 
ridors, etc., and the air would then be directed over the radia- 
tors, in the manner described, and thence out into the rooms. 
The difficulty involved in these arrangements is, of course, that 
of providing the number of ventilators that would be neces- 
sary, since each radiator would require its own special venti- 
lator, to provide its own supply of air, though it might possibly 
be arranged for one ventilator to supply air to two or three 
radiators. Unfortunately, under present conditions of sea- 
going ships, it does not seem practicable to employ the same 
arrangement for the supply of air as is used on shore, viz., 
for air to come in through the ship’s side; though if valves 
can be arranged that will allow air to come in, and not water, 
when the ship is ina seaway, that portion of the problem 
would be solved. As will be explained in dealing with 


May, 1908. 


ventilation, something of the kind has been done and may 
possibly be extended. 

The above remarks with regard to heating the air, by pass- 
ing it over the surfaces of radiators, apply equally to steam 
and hot water, and to electrically heated radiators, and that, no 
matter whether the electric heating elements are of the 
luminous or non-luminous form. In fact, the majority of 
modern electrical convectors are arranged on those lines. 
The air of the room is heated by passing through the radiator, 
entering it at the bottom, passing upwards over the heating 
elements, whether they are lamps or resistance substances, and 
issues from the top of the apparatus at a considerably higher 
temperature. Fig. 53, taken from the catalogue of Messrs. 
O. C. Hawkes, Ltd., shows the idea. The air issues from the 
top of the radiator at a high temperature and gradually cools 
as it mingles with the air of the room beyond, raising the 
temperature of the latter air in the process. 

It may be mentioned that one of the most successful forms 


FIG. 52.—RADIATOR ON SHORE HEATING AIR DRAWN 
FROM OUTSIDE. NATIONAL RADIATOR COMPANY. 


of gas-heated radiators, an American invention, operates on 
these lines. It stands out in the room in any convenient po- 
sition, and air enters it from below, the products of combustion 
and warmed air issuing from below a plate on the top and 
mingling with the air of the room. 


AIR-HEATING APPARATUS, PURE AND SIMPLE. 


The air heating apparatus, pure and simple, really belongs 
to the domain of ventilation. In it the air for a whole build- 
ing on shore is taken hold of, is cleaned in the case of towns 
where the atmosphere is foul, such as London and the manu- 
facturing towns of the United Kingdom, and is warmed by 
passing over steam pipes, or cooled by passing over pipes 
containing either water or a solution of cooled brine, and de- 
livered into the rooms to be warmed or to be cooled by ducts 
arranged for the purpose. The vitiated air is led away out 
of the rooms by means of other ducts, and is carried away to 
the outer atmosphere. 

On shore, the usual method is to build a shaft on one side 
of the building, sometimes in the middle of the building, and 
carried up as high as convenient, and to a point where the air 
is as pure as it can be obtained. At the bottom of the shaft an 
entrance is made to the building by means of a large duct 
leading through a hole in the wall, and in this hole and duct 


International Marine Engineering 


ZZ 


are fixed the cleaning arrangements and a fan. On the other 
side of the hole, ducts lead to the different portions of the 
building, these ducts branching off to different sections of 
each portion of the building, and becoming smaller and 
smaller as the cubical space they have to supply becomes less. 

The hole in the wall is usually occupied by the fan, and the 
cleaning apparatus is fixed on the outside of the fan, and also 
heating apparatus for the very cold months. A 
favorite form of cleaning apparatus on shore is a kaiar screen, 
stretched in front of the entrance to the building, and having 


winter 


vf 
/ 
/ if 
/ 


2007 


FIG. 538.—DIAGRAM SHOWING ACTION OF STOVE AS AIR-HEATER. 


a stream of water constantly pouring over it, the screen being 
further cleaned by periodical flushes from a pipe above it, 
from which also the other cleaning water proceeds. 

For shipboard work, particularly the modern ship that is 
divided up into so many watertight compartments, the prob- 
lem is complicated by the fact that the deck has to take the 
place of the side of the building. Any air that is taken for 
ventilating or heating purposes must come from the deck, 
and any vitiated air that is expelled must be carried up to the 
deck. Any heating or ventilating appliance must enable the 
air to be carried separately into each compartment, and sepa- 
rately taken out of it, back to the deck. Though in the large, 
modern liners the deck is fairly large, it is not unlimited, and 
the provision of so many pieces of apparatus leading to dif- 
ferent compartments and leading from them is sometimes a 
trouble, seeing that space has to be found for so many other 
things, such as boats, skylights, winches, etc. 

On the other hand, a ship at sea has one very great advan- 
tage over a building on shore, especially a building standing in 
the middle of a smoky town. The air at sea is as pure as it is 
possible to obtain, and therefore, provided that reasonable 
care is taken to prevent the “stokers” from the chimney find- 
ing their way into the air inlets, and to keep the air inlets 
clear of outlets from lavatories, etc., any air inlet arranged on 


International Marine Engineering 


May, 1908. 


a deck that is open to the atmosphere must provide absolutely 
pure air, and air fairly well charged with ozone. The passage 
of the ship through the water also necessarily carries off the 
vitiated air, leaving it behind, and, providing that care is taken 
that the vitiated air outlets are not placed, with reference to 
the air inlets, so that under any conditions of wind the 
vitiated air can find its way into the air inlet, the problem of 
inlet and outlet, subject to the question of space, is a very 
simple one. 

Practically all that is required for warming the air sup- 
plying any part of the ship, say saloons, staterooms, officers’ 
quarters, etce., are ducts leading from inlet apparatus on deck 
to the different parts of the ship to be warmed, and with a 
grid of steam pipes arranged in the path of the air to be 


FIG. 54.—AMERICAN BLOWER COMPANY’S 


AIR-HEATER ON FERRY BOAT. 


warmed (the grid being provided with a regulating valve, so 
that the pressure and temperature of the steam can be regu- 
lated at will), and some method of driving the air down 
below. Modern practice on board ship has settled down to 
the use of fans, and they are used sometimes for driving the 
air down below, sometimes for exhausting the vitiated air 
from below, and sometimes for both purposes. 

The following is an account of some work done by the 
American Blower Company, of Detroit, Mich., on board the 
ferryboats of the Pennsylvania Railroad Company at New 
York. The air is heated by a bank of steam coils, on the 
fines of those shown in Fig. 54, which is fixed in the hold below 
the main deck. Fresh air is brought from above the main 
deck by means of a shaft, and is drawn over the steam coils 
by means of a fan on the other side of them, and when warmed 
is forced through a system of galvanized iron ducts into the 
passenger cabins, saloons, etc. The air enters the cabins, etc., 
through openings 3 or 4 inches in diameter, closed by 
louvre gratings, arranged for controlling the supply of air in 
the usual way. Owing to the limited space, the ducts were 
obliged to be somewhat small, and the velocity of the air con- 
sequently rather high. The heating apparatus was arranged 
in sections, so that the ducts leading to the different parts of 
the ship might be separately controlled. Other 
arranged apparatus on something the same lines. 


firms have 


INLETS AND OUTLETS FOR THE AIR. 


The cowl that was introduced a good many years ago for 
admitting air to spaces below deck has been superseded by 
short, vertical pipes, fitted with protecting hoods, the air pass- 
ing up under the hood and down the vertical pipe, instead of 


passing into the mouth of the cowl, as was usual in older 
times. The same arrangement answers equally well for an 
outlet for the vitiated air. The principal requirements for 
inlets and outlets are that they shall be very strong; shall be 
firmly secured to the deck; shall not project above the deck 
more than is necessary to obtain a proper supply of air; shall 
not be liable to be easily carried away by a heavy sea, and 
shall not be in the path of any object that may break loose in 
a heavy seaway. Cases are on record in which the old form of 
cowl has been a serious danger to a ship. 

One in particular that was mentioned at a discussion upon 
ventilation, at the Institution of Naval Architects, was that of 
a ship which was fitted with cowls, and which shipped a very 
heavy sea in a storm, the sea breaking in one of the hatchways 
on the fore deck, and the ship commencing to settle by the 
head. The hatchway was covered in a comparatively short 
time with tarpaulins and the pumps got to work, but it was 
found that the ship was still settling by the head, and eventu- 
ally it was discovered that the fore trysail boom had carried 
away one of the cowls, and in the darkness (it was at 4 A. M.) 
this had not been noticed. The ship had a well-deck, and the 
sea had left a large quantity of water upon it, which was 
finding its way down through the hole left by the cowl. 


(To be Continued.) 


AFT END OF CRADLE WHEN HAULED UP TO HIGHEST POSITION. 


A 2000=Ton Railway Dry=Dock. 


The accompanying illustrations show one of the latest types 
of the larger capacities of railway dry-docks recently built by 
the H. I. Crandall & Son Company, of East Boston, Mass. 
This was constructed for the Richard T. Green Company at 
their repair and shipyard plant, Chelsea, Mass. The capacity of 
the dock is 2,000 tons dead weight, length over all 250 feet by 
60 feet wide between the docking platforms. It is designed 
with especial regard to docking quickly and easily such craft 
as heavy dredges and large scows. 

The cradle is built of timber, with the deck 1 iet higher 
than the surrounding water when hauled up to its highest posi- 
tion, and is fitted with twenty-six patent releasing bilge blocks, 
operated from a platform on each side by hand winches and 
chains. , The keel blocks are of oak and spaced 6 feet between 
centers. The track rests on pile foundations, and is laid to a 
grade of 1 to 12. Including the machinery foundation, it ex- 
tends the short distance of 455 feet from the street to the 
harbor line. The fact of successfully building, in this con- 
tracted space, a dry-dock of the railway type for vessels up 


May, 1908. 


International Marine Engineering 


223 


VIEW OF MACHINERY AND HAULING CHAINS—FORWARD END. 


‘ 


A Large Marine Turbine. 
The photograph shows the lifting of a rotor from the motor 
casing of one of two 12-foot 7-stage Curtis reversible steam 
turbines’ under’ construction by the Fore River Shipbuild- 


‘ing Company, Quincy, Mass., for the Japanese government. 


These two turbines are to develop a collective brake or shaft 
horsepower of 24,000, with a considerable margin for overload 
capacity, and are to be installed in an armored cruiser de- 
signed for a speed of 23 knots. They were shipped‘early in 
April to Kure, Japan, by way of the Suez Canal. 


Transportation by Water. 


The United States Census Bureau has just made public a 
report for the year 1906 covering transportation by water for 
all American vessels of 5 tons and upwards. Comparison is 
made with the census of 1889 in many particulars, and a very 
great growth is shown. The figures for the recent year show 
a total of 37,321 vessels with a gross tonnage of 12,893,429 and 
a value of $507,973,121 (£104,381,602). The gross income was 


THE ROTOR OF A 12,000-HORSEPOWER CURTIS MARINE TURBINE SUSPENDED OVER ITS LOWER CASING. 


to 260 feet length of keel, and drawing 16 feet mean, when 
light, shows its great adaptability under difficult conditions. 

The raising and lowering of the cradle is accomplished by 
four heavy chains of special long-link type, attached to the 
forward part of the cradle runner through equalizing gear, 
thereby absolutely preventing unequal loading of the individual 
chains. These chains pass over cast-steel sprocket wheels, 
made to revolve by a train of machine-molded gears, operated 
in turn by a double-cylinder reversing engine; all parts are 
securely attached to heavy foundations. The time required 
for hauling out vessels, after centering them in the cradle, is 
20 to 30 minutes on the slow speed, and 15 to 20 minutes on 
the fast; the latter being used for vessels of the lighter types. 

The construction of the mammoth Hamburg-American liner 
Europa, in the yard of Harland & Wolff, Belfast, has been 
temporarily abandoned. 


$294,854,532 (£60,588,616), and wages to the amount of $71,- 
630,521 (£14,720,337) were paid to 140,929 employees. The 
number of passengers carried was 366,825,663, while the net 
tonnage (2,000 pounds each) of freight carried was 265,546,- 
845. As compared with 1889 the gross tonnage had increased 
54 percent; the value of vessels, 145 percent; the gross income. 

2 percent; the wages, 73 percent; the number of employees, 
24 percent; the number of passengers, 84 percent, and the 
freight tonnage, 104 percent. 

The vessels were divided into three main classes, steam and 
gasoline (petrol) accounting for 9,927 vessels and 4,050,521 
tons; the sailing vessels numbered 7,131, with 1,704,277 gross 
tons; unrigged vessels, largely in the nature of canal boats 
and barges, numbered 20,263, with a gross tonnage of 7,120,- 
631. Of the steam vessels, 3,615 with a tonnage of 3,411,588 
were. devoted to freight and passenger service; 3,079 of 261,375 
gross tons were tugs and towboats; 536 of 261,073 tons were 


224 


International Marine Engineering 


May, 1908. 


ferryboats; 2,176 of 82,275 tons were steam and power yachts; 
while the small balance is in scattering classification. Of the 
total steam and power vessels, those operating on the Atlantic 
coast and Gulf of Mexico numbered 5,413, with 1,457,804 gross 
tons. On the Great Lakes, including the St. Lawrence river, 
are 1,676 vessels and 1,915,786 tons. The Pacific coast, in- 
cluding Alaska, accounts for 1,c€6 vessels and 518,107 tons, 
while the Mississippi river, its tributaries and all other inland 
waters take up the balance. 

Of the sailing vessels, 5,181, covering 1,672,862 tons, are 
devoted to carrying passengers and freight; and 1,594 vessels 
of 24,155 tons are yachts. Of the total, 5,920 sailing vessels, 
aggregating 1,132,905 tons, operate on the, Atlantic coast and 
Gulf of Mexico, this being a decrease of more than 12 percent 
in tonnage in seventeen years. The tonnage on the Pacific is 
305,283, while the Great Lakes and St. Lawrence river ac- 
count for 265,571 tons. 


line propelled vessels number 3,155, of 50,998 tons and 73,204 
horsepower. Screw propellers are fitted to 2,785 of these 
vessels; stern wheels to 351, and sidewheels to 19. The seven 
electric propelled vessels all have screw propellers, their gross 
tonnage being 92 and horsepower 88. 

Of the total vessels listed the merchant marine includes the 
registered, enrolled and licensed sail and steam vessels, in- 
cluding fishing vessels. These aggregate 25,006 in number and 
€,674,969 gross tons. Of this total, 9,500 are steamers of 
3,975,287 tons, and 15,506 are sailing vessels of 2,699,682 tons. 
The tonnage employed in the foreign and coastwise trade in 
1996 aggregated 6,602,510 tons, of which 928,466 tons (14 
percent) ‘were engaged in foreign trade and 5,674,044 tons (86 
percent) in coastwise trade. 

The report includes a large amount of other information in 
detail, including traffic through the St. Mary’s Falls (Sault 
Ste. Marie) Canal, which is placed in 1906 at 41,098,324 net 


LAUNCHING OF THE JAPANESE STEAMER HIRAFU MARU AT DUMBARTON. 


Unrigged vessels include 2,237 canal boats of 303,581 tons, 
and 18,026 barges and other vessels aggregating 6,826,050 tons. 
On the Atlantic coast are 8,699 of these vessels, aggregating 
2,260,622 tons. On the Mississippi river and its tributaries are 
8,187 vessels, aggregating 4,265,740 tons. Of the ferryboats, 
152 of 129,690 tons operate in the harbor of New York, and 
carried during the year 208,684,123 passengers. This is 63.1 
percent of the 330,737,639 passengers carried by all ferryboats. 

Of the total of all types of vessels, 1,979 of 3,276,723 tons 
are constructed of iron and steel; 35,247 vessels of 9,581,348 
tons of wood; while the balance are of composite construction. 
The wooden vessels include canal boats and barges to the 
number of 20,077 and 6,991,233 tons. The iron and steel 
vessels include 1,674 steamers aggregating 2,916,517 tons. 
Wooden steamers account for 1,119,459 tons, and wooden sail- 
ing vessels for 1,470,656 tons. Both these latter figures have 
decreased since 1889. 

The average size of all vessels was 345 tons in 1906 and 274 
tons in 1889. Iron and steel steamers averaged (in 1906) 1,742 
tons; iron and ‘steel sailing vessels, 1,740 tons; iron and steel 
steam freight and passenger vessels, 2,889 tons. 

The number of vessels propelled by steam is given as 6,765, 
with a gross tonnage of 4,008,431 tons, and 3,378,453 horse- 
power. Of these vessels, 5,160 have screw propellers; 1,055 
have stern wheels; 543 have sidewheels, and the seven others 
have various modes of propulsion, including hydraulic. Gaso- 


tons, as compared with 13,443,392 net tons for the Suez Canal, 
and 5,796,949 net tons for the Kaiser Wilhelm Canal. The 
canal on the Great Lakes is thus seen to have passed more 
than double the tonnage of the other two combined, in spite 
of the fact that ice closes the canal absolutely during about 
four months of the year. The freight shipped by water during 
the year 1906 aggregated, as above stated, 265,546,845 net tons 
(2,000 pounds). The largest single item was coal, which 
amounted to 49,109,605 tons. This was well distributed over 
the Atlantic coast, Great Lakes and Mississippi basin. The 
next item is iron ore, 41,524,102 net tons, of which more than 
99 percent belonged to the Great Lakes. There were 30,0209,- 
515 barrels of petroleum shipped, of which more than half 
belonged to the Atlantic coast, and 10,929,939 barrels to the 
Pacific coast. 


International Congress of Navigation.—On the 3Ist of 
May there will be opened in St. Petersburg the eleventh In- 
ternational Congress of Navigation, which will be in session 
until the 8th of June. This Congress has had sessions every 
year or two since 1885, and is devoted to a discussion of va- 
tious matters affecting navigation and shipping generally. 
The program involves consideration of both internal and over- 
sea shipping, with an exposition of designs, plans, charts, 
models, ete., relating to ocean and river navigation. The ses- 
sions will be held in the Conservatory of Music. 


May, 19c8. 


Japan’s First Turbine Steamer. 


BY BENJAMIN TAYLOR. 


The first turbine steamer for the mercantile marine of 
Japan has been built by William Denny & Brothers, Dum- 
barton. The steel turbine steamer Hirafu Maru was the first of 
two vessels ordered by the Japanese States Railway for special 
“service in the Tsugaru Straits. The launch was noteworthy 
as marking the introduction of the turbine to Japan, and also 
because the ceremony was purely Japanese. The stem of the 
vessel was covered by a profusion of ribbons and flags, and 
the draping of the launching platform showed a mass of gay 


International Marine Engineering 


225 


A large room is provided for mails, with suitable accommo- 
dation for the mail officers. Ample bathing accommodation is 
provided for all classes, as customary in Japanese vessels. 
The firemen and cooks, etc., are accommodated on the lower 
deck, which is fitted in the forward hold. Provision is made 
for a limited amount of cargo in the main and after holds. 

The vessel is fitted with a balanced rudder of the builders’ 
special type, actuated by a steam and hand steering gear, con- 
trolled from the flying bridge. The anchors, which are of the 
stockless pattern, are worked by powerful steam windlass, 
while a warping winch aft enables the vessel to be easily 
handled in harbor. 


THE HIRAFU MARU ON TRIAL TRIP, ACHIEVING A MEAN SPEED OF 19.08 KNOTS. 


coloring. As soon as the vessel began to move, Madam 
Yamanouchi, wife of Admiral Yamanouchi, wearing the dress 
of the Japanese court, loosened a cord at the bows, which 
liberated two white doves from a covering of silk, and at the 
same time produced a shower of confetti, which fell upon the 
party on the platform beneath the vessel’s bows. 

The ship has a length of 280 feet, breadth 35 feet, and depth 
21 feet 6 inches. She has been built under special survey of 
Lloyd’s register, and in accordance with the requirements of 
the British Board of Trade and of the Teishinsho rules. The 
turbine machinery, which is supplied by Denny & Brothers, 
was designed to maintain a mean speed of 18 knots. On trial 
in the Firth of Clyde the speed obtained was 19.08 knots. 

There is accommodation for first, second and third class 
passengers. The first class passengers are located in a deck 
house on the awning deck. Large cabins, having Pullman 
berths, are provided for ladies and gentlemen, in addition to 
the ordinary staterooms, and a special stateroom on the boat 
deck. The first class dining saloon is designed in the Louis 
XVI. style, and has a very high roof, the upper paneling of 
which is divided in leaded glass panels representing ancient 
shipping and other marine subjects. The ceiling, which is 
tastefully paneled like the rest of the apartment, is finished 
in white and gold. The sideboards and doors are of same de- 
sign, the latter having the company’s crest worked in leaded 
glass. The main vestibule is framed in light oak, dull polished. 
The second class passengers are located in a deck house abaft 
the boilers, both classes having sheltered promenades under- 
neath the boat deck, in addition to which the first class pas- 
sengers have a promenade on the boat deck itself. The third 
class passengers are accommodated in Japanese style at the 
after end of the main deck. Forward of this is accommodation 
for officers and engineers and the crew. 


Institution of Naval Architects. 


The spring meeting of the institution covered three days, 
April 8, 9 and 10. Fifteen papers were presented, many of 
them of unusual interest. The complete list follows: 


Unsinkable and Uncapsizable Ships of the Goulaetf Form 
and System of Construction, by Gen. E. E. Goulaeff, F. R. S., 
N. A. 

Modern Armor and Its Attack, by Capt. T. J. Tresidder, 
C, ML & 

Modern Torpedo Boats and Destroyers, by J. 1. Thornycroft. 

The Combination System of Reciprocating Engines and 
Steam Turbines, by Hon. C. A. Parsons, C. B., F. R. S., D:Sc., 
M. A., and R. Walker. 

Speed Trials and Service Performance of 
Steamer Lusitania, by Thomas Bell. 

A New System of Ship Construction, by J. W. Isherwood. 

The Heating of Modern Ocean Liners, by W. C. Wallace. 

The Influence of Air on Vacuum in Surface Condensers, by 
D. B. Morison. 

Note on the Use of Superheated Steam with Marine En- 
gines, by M. Félix Godard. 

Results of Further Screw Propeller Experiments, by R. E. 
Froude, F. R. S. 

An Analysis of the Resistance of Ships, by Prof. William 
Hovegaard. 

A New Method of Research Work on Fluid Resistance and 
Ship Propulsion, by Herr H. Wellenkamp, I. G. N. 

Two Notes on Ship Calculations, by W. S. Abell, R. C. N. C. 

Factors of Safety in Marine Engineering, by Prof. J. O. 
Arnold. 

The Modern Developments of the Mariner's Compass, by 
J. C. Dobbie. 


the Cunard 


bo 
i) 
1@)) 


International Marine Engineering 


May, 1908. 


Published Monthly at 


17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 


E. L. SUMNER, Secretary 
and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY GRAVES KOON, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Boston, 170 Summer St., S. I. Cakeenier. 


Branch 
Offices 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine kngineering, Inc., New York. 


INTERNATIONAL MaRINE ENGINEERING is registered in the United States 
Patent Office. : 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 


no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be m 
our hands not later than the 5th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the ist of 
the month. 


Construction Details. 

About a year ago we obtained, through the courtesy 
of a correspondent, a large number of prints showing 
details of construction of various important features 
of both warships and merchant vessels. These include 
in the main such items as rudders, stern frames, spec- 
tacle frames and propeller struts, details of rams, bilge 
keels, steering gear and hawse pipes. While they rep- 
resent practice of a somewhat restricted locality—the 
acific coast of the United States—yet they are up to 
date, and are of great interest because of the wealth 
of detail involved, and of the fact that it is often dif- 
ficult, if not impossible, to obtain such items in con- 
nection with the description of a new ship. 

Particularly difficult is it to obtain accurate drawings 
of this sort, and, for this reason, we feel justified in 
presenting the material in as much detail as possible. 
It is being divided up into three or four sections, the 
first of which, published this month, covers four typi- 


cal rudders, three being on warships and the other on 
a large merchantman. 


Shipbuilding. 

Lloyd’s reports indicate a decided decrease in the 
amount of tonnage under construction in British 
yards, as compared with the same period of last year. 
In spite, however, of a financial depression (more prop- 
erly a financial stringency or tightness in the money 
market) in the United States, the report of the Bureau 
of Navigation, Department of Commerce and Labor, 
shows that during the nine months ended March 31, 
1908, the tonnage of sail and steam vessels constructed 
in the United States has increased by approximately 
25 percent, as compared with the figures for last year. 

The report shows 775 vessels aggregating 353,763 
tons, or an average of 457 tons per ship, as compared 
with 679 vessels and 280,291 gross tons last year, the 
average here being only 413 tons. Construction has 
increased both on the Atlantic and Pacific coasts and 
the Great Lakes. The figures for these three divisions 
may be summarized as follows: 


O™f[. SS =O 

Number. Tons. Number. Tons. 

INIBENEC 50.0000 365 92,582 > 835 102,372 
IPAVGIE soooocc 119 16,400 170 32,061 
Great Lakes... 72 167,105 III 214,885 


The great number of vessels shown is accounted for 
largely by the fact that 667 this year and 593 last year 
were built of wood, and were of small size. If, how- 
ever, we confine attention to steel steamers, the item 
of real importance in the returns, we find that the gain 
has been from 81 vessels, 232,264 tons, and an average 
of 2,866 tons last year to 107 vessels, 295,682 tons, and 
an average of 2,762 tons this year. Here again each 


‘main division has shown an increase, the greatest 


being that on the Lakes, where the figures are, respec- 
tively, 165,793 tons and 212,477 tons. 

In addition to the construction of sail and steam ves- 
sels there were many unrigged vessels (canal boats,. 
barges, scows, etc.) included in the report, the figures 
being for nine months last year, 258, of 64,217 tons, as 
compared with 246 and 65,511 tons this year. 


The Development of the Modern Freighter. 

We are describing this month, side by side, a half- 
dozen steel steamers intended primarily for the carrying 
of freight, built by various yards in Britain and on the 
continent, and constructed from a variety of designs, 
some features of which were unheard of a dozen years 
ago. In the modern development of this type of vessel 
the tendency has been all along to dispense with ob- 
structions in the hold, leaving a large, clear space free 
for the stowage of either bulk cargo or of large sec- 
tions of machinery and other freight, with large 
hatches for loading and discharging cargo, and with 
powerful machinery for use in this connection. 


MAy, 1908. 


Among the most prominent features of ships built 
according to this new principle might be mentioned 
a general tendency to place the propelling machinery 
right aft, with a minimum length of shafting and 
a minimum disturbance of cargo space by shaft tunnel, 
machinery casings, etc. This tendency has been car- 
ried to its logical limit in the big steamers which have 
been constructed in large numbers on the Great Lakes 
of North America. Not only has there been left a 
clear hold, reaching in some cases to more than 400 
feet in length without a single break, but the arrange- 
ment of hatchways has been so standardized, in con- 
nection with the loading and unloading devices of im- 
mense power located at the various ore and coal docks 
on the lakes, that a minimum of time is required for 
either operation. These hatches are spaced either 
12 or 24 feet between centers, depending upon circum- 
stances; their greatest length is athwartship, reaching 
in some cases two-thirds the breadth of the vessel ; and 
as the unloading machines are also 12 feet apart, this 
makes it possible to bring the vessel to such a position 
alongside the wharf that a score or more of these 
machines may be operated at once and an immense 
cargo discharged in a time which, to those not accus- 
tomed to this method of doing it, must seem incredible. 
The largest vessels of this service can carry more than 
12,000 tons of bulk cargo in the shape of iron ore or 
coal. This immense quantity can be loaded into the 
vessel in from one and one-half to two hours, and 
such is the celerity with which it can be discharged 
by the special appliances in use for this purpose, that 
not more than five or six hours are consumed in this 
operation. , 

Among the vessels described this month we find 
that considerable reliance for loading and discharging 
is placed upon devices carried by the vessel herself, 
‘consisting in the main of large cargo booms operated 
by powerful winches. In the very nature of things 
this cannot accomplish the result in anything like the 
small amount of time required by the vessels on the 
Great Lakes. On the other hand, with the great di- 
versity of character of cargo carried by the ocean- 
going vessels, and the totally unsystematized arrange- 
ments at the various ports to which they carry this 
cargo, no such unloading devices as obtain on the large 
fresh-water freighters above mentioned would be 
possible. 

In general structural arrangement the designs are 
somewhat similar. In each case there is a deep double 
bottom, upon which reliance is placed in large measure’ 
for strength and stiffness of hull. Associated with this 
we find heavy frames in the shape of webs, stiffened 
by longitudinal girders and by efficient and, from some 
points of view, enormous brackets or gussets. These 
latter connect the frames to the double bottom and to 
such deck beams as are used. ‘The latter are of great 
individual strength, and, occur, only between hatches. 
As a general rule, heavy longitudinals run alongside 


International Marine Engineering 


bdo 
to 
NI 


the hatches, with short beams from these to the frames. 
In some of thé cases under consideration this month 
we find that the triangular spaces outlined by the gus- 
sets are used as top side tanks for water ballast, the 
idea being to avoid the great stability arm occasioned 
by the usual arrangement of ballast tanks, thus mak- 
ing the ship much easier in a seaway and tending to de- 
crease the stresses to which she is subjected when oper- 
ating under this condition. 

In the interests of clearness of cargo space, pillars 
or stanchions are almost entirely dispensed with, and 
where they are used they are commonly made of great 
individual strength and set at long distances apart. In 
these cases they frequently carry heavy longitudinal 
girders for supporting decks and adding to the general 
strength of the structure. Along the same general 
line we might mention the fact that lower deck beams 
are practically eliminated, there being nothing across 
the hold from the top of the double bottom to the under 
side of the main deck. 

All of these innovations, so to speak, have come 
gradually, and as the result of years of experience, 
experiments and developments, and it may safely be 
assumed that most of them have come to stay. The 
result is a ship in which a maximum of cargo-carrying 
capacity is associated with a maximum facility for 
handling this cargo, and with a minimum “tare” rep- 
resented by weight of hull. The whole development 
is along sane lines, and, while we may expect to see it 
largely amplified and modified as the years go by, 
both as to the character of the individual construction 
and as to the number of units to which this construction 
is applied, yet we believe that the general features have 
already been developed, and that the ultimate type, 
if such a type is coming, will embody most of the pres- 
ent characteristics. 


The Art of Making Sails 


One of our articles this month, from the pen of the 
maker of the sails of most of the recent successful de- 
fenders of the America’s cup, is especially interesting 
in that it takes up the whole subject matter of the ele- 
ments conducing to success in a suit of sails. He 
points out the fact, not generally recognized, that the 
proper placing of the sails on the vessel is every whit 
as important as their correct cutting and manufacture. 
Directions are given for taking care of this point in 
such manner as to enable the reader to readily make use 
of the accumulated experience of years in the handling 
of sails. The subjects of shrinkage and stretching are 
carefully considered, and the methods shown of mak- 
ing allowance for either in a new sail, the idea being 
to so adjust the sail that, after “weathering,” it may 
be a perfect fit, with the correct amount of draft. 

This article is to be continued through three num- 
bers, and then to be republished in pamphlet form, for 
more ready convenience of users. 


to 
lo 
ioe) 


Progress of Naval Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


| Feb. 1. | Mar. 1 
BATTLESHIPS. 
Tons. | Knots. 
dahoseeer 13,000} 17 Wm. Cramp & Sons...........| 95.9 97.25 
New Hampshire. 16,000 18 New York Shipbuilding Co.....| 97.8 99.3 
South Carolina..| 16,000) 184 | Wm. Cramp & Sons.. sos) Secs 39.05 
Michigan... . 16,000; 184 | New York Shipbuilding Coles .| 41.6 45. 
Delaware.......| 20,000} 21 Newport NewsS.B.& D.D.Co| 9.2 12.77 
North Dakota...| 20,000; 21 | Fore River Shipbuilding Co....| 17.5 21.4 
ARMORED CRUISERS. 
North Carolina..| 14,500] 22 Newport News Go............ 97. 98. 
Montana....... 14,500| 22 Newport News Co............ 93.4 94.96 
SCOUT CRUISERS. 
Chester.......-.| 3,750) 24 BathelronsWorks seen meener | 96.2 98.38 
Birmingham....| 3,750| 24 Fore River Shipbuilding Co....| 96.2 96.69 
Salem etennsreet: 8,750} 24 Fore River Shipbuilding Co....} 938.9 94.31 
TORPEDO EE DESTROYERS. 
Number 17..... 700 Wm. Cramp & Sons.. 4.5 6.88 
Number 18... .. 700 58 Wm. Cramp & Sons.. a leses: 6.8 
Number 19... .. 700} 28 New York Shipbuilding Caseccall Bail 8.4 
Number 20..... 700) 28 Bath Iron Works............. 2.5 5.38 
Number 21..... 700| 28 Bathylronsworkste sence Pb) 4.91 
SUBMARINE TORPEDO BOATS. 

Cuttlefish....... — Fore River Shipbuilding Co....| 99. 99. 
Number 13... .. = = Fore River Shipbuilding Co....| ..... 23. 
Number 14... . = — Fore River Shipbuilding Co....| ..... 23. 
Number 15. .--.| = —_ Fore River Shipbuilding Co....) ..... 23. 
Number 16.....| — — Fore River Shipbuilding Co....| ..... 16.3 
Number 17.... = — Fore River Shipbuilding Co....| ..... eo 
Number 18..... — —_ Fore River Shipbuilding Co....| ..... 7.5 
Number 19..... — — Fore River Shipbuilding Co....| ..... UMS 


ENGINEERING SPECIALTIES. 


4, Massachusetts Ball-Bearing Exhausters. 


The ball-bearing exhausters now being manufactured by the 
Massachusetts Fan Company, Watertown, Mass., mark a dis- 
tinct advance in fan-blower design. The bearings of the Chap- 
man double ball type, with single ball races, are made of case- 
hardened cups forced into the hanger, and case-hardened cones 
forced on to tapered portions of the fan shaft. Between the 
two run hardened steel balls, separated by small ball idlers 
carried in light steel floats. The function of these floats is to 
keep the idlers in the center line of the larger balls, while the 
idler balls themselves eliminate the destructive grinding action 
of the load balls. The shaft may be readily driven out through 
the fan wheel, pulley and bearings; the taper contact between 
shaft and inner sleeve thus being easily broken. Such bearings 
have been run for months under various conditions without 


showing the slightest signs of wear or deterioration. 

This type of fan possesses many important advantages over 
the older forms. In the smaller sizes the bearing supports 
form an inherent part of the hanger, making a very compact 


and rigid combination, while insuring absolute alinement of 


International Marine Engineering 


May, 1908. 


. 


the fan shaft. Freedom from the necessity and expense of 
oiling is also secured. Such fans may be placed in the most 
conspicuous place without collecting dirt and dust due to es- 
caping oil. Journal friction has been almost entirely eliminated. 
As a great and added advantage, these fans in the smaller 


sizes (up to 60-inch shell diameter) are made universally con- 
vertible, that is, they may be adjusted to discharge in any di- 
rection. The purchase of an entirely new fan, or even the 
change of hanger, is thus obviated. 

Comparative tests definitely prove the superiority of the ball- 
bearing fan over one fitted with plain babbitted bearings. A 
summary of such tests shows a decrease of about 10 percent in 
the requirement below that necessary with the older type. To 
provide against misleading results in these tests, both fans 
were previously run for several weeks, so that they presented 
ordinary conditions. Such economy in favor of the ball-bear- 
ing fan shows an approximate annual saving of 25 percent of 
the purchase price of the fan. 


The Sturrock Furnace Bridge. 


A device intended to promote complete combustion of fuel 
is shown in our illustration. It is designed for both marine 


and land purposes, and has been fitted to a very large number 
of steamers. 
are: Increased facility in removing 


The special advantages claimed for this bridge 
and replacing bridges. 


May, 1908. 


International Marine Engineering 


229 


during inspection; facility in cleaning fires, due to such a con- 
struction of the bridge that clinker will not adhere to it; 
great durability, and a better combustion of fuel, resulting in 
greater economy, and a considerable reduction in the emission 
of black smoke. 

The bridge wall is composed of cast iron bars with con- 
siderable air openings between. The dead plate, having open- 
ings through it, admits air freely from the ash pit to the back 
of the bars and through the spaces between to the fire, thus 
doing away with the usual pile of dead fire against the bridge 
wall. Air openings are also provided through the bars at the 
crest of the bridge, by which highly heated air is admitted to 
mingle with the gases from the furnace as they pass into the 
combustion chamber, thus effecting their complete combustion 
and preventing smoke. 

This device is placed on the market by the Sturrock Patent 
Bridge & Engineering Company, Dundee. 


A SmaJ! Pumping Set. 


The illustration shows a 4-horsepower single-cylinder petrol 
(gasoline) engine, driving a centrifugal pump with 3-inch dis- 
charge, and capable of throwing 150 gallons per minute to.a 
height of 20 feet. This set is placed on the market by J. W. 
Brooke & Company, Ltd., Lowestoft, and is mounted all on one 
bedplate, which forms a tank used for priming the pump. 


When the engine is running, the circulating water is drawn 
from one side of the centrifugal pump and returned to the 
other side, and in this condition the base is used as a silencer 
or muffler. 

Ignition is by Simms-Bosch high-tension magneto, amd the 
consumption of fuel at the full speed of 1,000 revolutions per 
minute is said to be only one gallon in 3 hours. Two slings 
are fitted for loading the outfit on a long pole, the entire weight 
being only about 500 pounds. 


A Metallic Packing. 


The Garlock Packing Company, Palmyra, N. Y., has de- 
veloped a metallic packing of which our illustration shows a 
partial section. This is made extra strong for high-speed and 
high-pressure naval and other marine work, a special grade of 
bronze being used for the main wearing parts. Provision is 
made for collecting oil and water and discharging it through 
drain pipes, thus keeping the engine and its surroundings dry 
and clean. The packing, as shown, is fitted in three sections 


with small glands, or “distance pieces,’ in between. The 
whole is then held in place, as usual, by a gland secured by 
studs. The packing is held tight against the rod by means 
of circular coil springs, which allow sufficient elasticity while 
still making a tight fit. 


The Drainage of Steam Whistles. 


Where the ordinary method of admitting steam into whistles 
and sirens of steam vessels is used, a great quantity of water, 
which has been condensed from the steam, remains in the 
pipes. Bends (where the water might collect) in the piping 
below deck are easily avoided; but the difficulty of preventing 
or getting rid of the condensation of steam in the piping above 
deck, where exposed to the cold air, has been a frequent cause 
of trouble. An ordinary stop valve is often fitted within easy 


Wot 


reach of the deck, but this is obviously dangerous, as there 
would be no time to open it should a sudden necessity to use 
the whistle arise. 

A practical method of draining is employed on most of the 
vessels of the North German Lloyd Company, as well as on 
many ships in the German navy, the P. & O. Company, 
also a large number of other liners, passenger vessels and 


private steam yachts, in the shape of a patent valve, which 
serves both as a stop valve and a whistle valve. This ap- 
pliance, known as Moller’s drain valve, 1s manufactured by 
the Combination Metallic Packing Company, Ltd., Gateshead- 
It will be seen that by this arrangement no accumu- 
lation of water is possible; as when the steam is shut off from 
the whistle there is always a free passage for the condensed 
steam to flow away to any convenient receptacle. 

The valve is fitted as close to the deck as possible, and is 
worked by a line led by a pulley to the bridge in the ordi- 
nary way. When the disk valve at right is closed, the piston 
valve at left is pressed back to allow a free drainage of, the 
pipe through the port. On pulling the line, the piston valve 
first covers the drain, and then opens the disk valve. When 
the‘line is released, the disk valve is again closed by the 
steam pressure, and the piston valve is thrown back to reopen 
the drain. The instantaneous clear and full sounding of the 
whistle is thus rendered a ae of certainty. 


ou-Tyne. 


TECHNICAL PUBLICATIONS. 


Berechnung und Konstruktion der Schiffsmachinen und 
Kessel. By Dr. G. Bauer. Size, 5 by 8 inches. Pages, 820 + 
xxxvi. Figures, 623. Munich and Berlin, 1908: 
burg. Price, 24 marks (24/-). 

This is the third edition of the work, and it has been thor- 
oughly brought up to date by the addition of certain material 
on turbines and other items wherein large progress has been 
made since the publication of the first and second editions. The 
work is divided into eight main sections, of which the first 
includes the main engines; the second covers pumps; the 
third covers propellers and ship resistance; the fourth covers 
pipes used on shipboard for various purposes; the fifth covers 
boilers; the sixth treats of various devices for measuring; the 
seventh is a collection of items such as platforms, gratings, 
engine and boiler foundations, lubrication, disposition of ashes, 
etc.; while the eighth consists of forty tables of mathematical 
quantities, metric and English conversion units and various 
tables covering nautical practice. 

The work is well illustrated, some half-tone engravings 
being printed on folding plates in order to give a large illustra- 
tion, for the page would be too small for this purpose. Many 
line drawings are similarly placed, and the result is a thor- 
oughly satisfactory volume from every point of view. With 
characteristic German thoroughness the matter is taken up 
from the mathematical point of view, beginning with the de- 
termination of cylinder dimensions, and carrying the reader 
through the various parts of the engine and its auxiliaries. 

The second edition has been translated into English, and it 
is probable that the present one will be likewise treated. 


Refrigeration. By J. W. Anderson, M. I. C. E. Size, 5% 
by 8% inches. Pages, 242. Figures, 87. London and New 
York, 1908: Longmans, Green & Company. Price, 7/6 net. 


The subject is taken up from the point of view of heat and 
its abstraction or removal from the body to be cooled, and 
reference is made to a complete analogy to this manner of 
regarding heat in the case of water, which will readily flow 
from a high to a low level, but to be transferred from a low 
to a high level it must be lifted or pumped; work must be 
performed and energy expended. The amount so expended 
will necessarily depend on the quantity in question and the 
height through which it is raised. In the same way heat 
pumps (refrigerating apparatus) require the expenditure of 
energy, the amount depending upon the quantity and the 
difference between the first and last conditions. 

The first six chapters are devoted to these elementary con- 
siderations of heat and its transfer; the properties of fluids 
and gases, liquids and vapors, and the laws of thermodynamics. 


International Marine Engineering 


R. Olden- | 


May, 1908. 


In the seventh chapter refrigerants are discussed, the general 
types of machines and operations outlined, and tables given 
showing the various characteristics of different types of 
apparatus. The remaining five chapters are devoted to the 
substances used as refrigerants, to the making of ice, the con- 
struction and insulation of cold stores and miscellaneous uses 
and arrangements of refrigerating plants. 

Of particular interest is the chapter on cold stores, showing 
the methods of insulating the walls, doors, floors and ceilings 
in such a manner that heat may be kept out to such an extent 
as may be required in any particular case. This section, as 
well as the others in the book, is illustrated by both half-tones 
and line cuts, showing details of construction. With regard 
to insulation, the cases of the Lucania and St. Louis are men- 
tioned, in the former of which certain portions of the depth 
of insulation are taken up by sawdust backed up by boards, 
paper and hair felt; while with the St. Louis there is an air 
space between two sheaths of boards, the other materials being 
paper, ruberoid and granulated cork. 

An unusually complete index, covering more than twenty 
pages, renders the work easy of access as a reference book, 
and adds to its value as an elementary text book. 


Handbook for the Care and Operation of Naval Ma- 
chinery. By Lieut. H. C. Dinger, United States Navy. Size, 
45% by 6% inches. Pages, 302. Figures, 134. New York, 
1908: D. Van Nostrand Company. Price, $2 net (8/3). 


The larger part of the contents of this work has already 
appeared serially in the Journal of the American Society of 
Naval Engineers. The present volume includes slight modi- 
fications and numerous additions to the material there pub- 
lished, and is placed before the public as a concise and simple 
description of the care and operation of naval machinery, on 
many points not largely discussed in standard treatises on the 
subject of marine engineering. The information has been 
obtained largely from first-hand experience, but free use is 
made of many authorities. 

The work is divided into six parts and thirty-two chapters. 
The first part deals with the operation of naval machinery; the 
second with the care and overhauling of the main engines; the 
third with fittings and auxiliaries; the fourth with the care and 
preservation of subdivisions of the hull; the fifth with special 
auxiliary engines, such as steering gear, air compressors and 
blowers; while the sixth part deals with spare parts, tools and 
stores, and tests of machinery and piping. 

The work is illustrated mainly by zinc engravings. A few 
half-tones are used for illustrating certain portions of the 
text, and there are a number of manufacturers’ cuts, showing 
special devices of various types used on shipboard. The whole 
thing appears to be thoroughly practical, and doubtless will 
be found of much value to operating engineers, not only in the 
navy but also in the mercantile marine. It is, of course, spe- 
cially designed for naval use, and based upon naval practice, 
but this does not render it less valuable in the merchant 
service. 


Marine Boiler Management and Construction. 
Stromeyer. Size, 6 by 9g inches. 
New York and London, 1907: 
Price, $4 net (12s. net). 


By GC. E. 
Pages, 404. Figures, 452. 
Longmans, Green & Company. 


This is the third edition of a work which was issued first in 
1893. It deals entirely with the return-tubular boiler, popu- 
larly known as the “Scotch” boiler, this type having stood the 
test of many years of operation. The main addition in this 
edition has been along the line of materials and better methods 
of working them, due to a better knowledge of their structures 
and elements. This includes a study of the microscopic 
structures of various steels, and also a study of gas analysis 
and its relation to the up-take and funnel. 

The work is divided into eleven chapters, the last two of 
which summarize the boiler rules of Lloyd’s Register and the 


May, 1908. 


International Marine Engineering 


231 


Board of Trade. The other chapters cover, respectively, boiler 
management, steam and water, corrosion, fuels and combustion, 
heat transmission, strength of materials, mechanics, boiler con- 
struction and design. The numerous illustrations are all in 
the nature of sketches, showing the various parts and the 
strains to’ which they are subjected and the methods of 
achieving definite results from given material. The subject 
of riveting comes up for extensive treatment under the head- 
ing of “Boiler Construction.” A comprehensive index at the 
rear of the volume makes it easy of reference. 


Size, 6% by 9% inches. 


The Engineering Index Annual. 
1908: Engineering 


Pages, 435. New York and London, 
Magazine. ‘ Price, $2 (8s.). 

This exceedingly valuable reference work is compiled from 
the Engineering Index, published monthly in the pages of the 
Engineering Magazine. The first four volumes of the series 
cover in each case a number of years, while this is the second 
annual volume. In each case the subjects are taken up under 
eight general classifications: Civil engineering; electrical 
engineering; industrial economy; marine and naval engineer- 
ing; mechanical engineering; mining and metallurgy; railway 
engineering, and street and electric railways. Five of these 
eight headings are largely subdivided to make reference. the 
more easy, and it may be stated in passing that the references 
are taken from some 250 technical periodicals published in 
half a dozen languages. 

The section of particular interest to our readers is that 
devoted to marine and naval engineering, and covering seven- 
teen pages of the work. Each article reviewed is given four 
or five lines, stating the general scope, indicating whether or 
not it is illustrated, the approximate number of words, and 
the date and place of publication. Not only is the article given 
reference of this sort, but the publishers hold themselves ready 
to furnish complete articles in every case, where not out of 
print. 

The importance of such an index to an engineer can scarcely 
be overestimated. All articles of any importance appearing 
in the technical journals all over the world are placed on 
record in such a manner that they may be readily kept track 
of for any purpose at hand; and, of course, the record, being 
carried on from year to year, is in a measure self-perpetuated. 
Each new yolume keeps the whole matter thoroughly up to 
date, indexing, of course, only such items as have appeared 
during the previous year. 


Harbor Engineering. By Brysson Cunningham, B. E. 
Size, 6% by 9 inches. Pages, 283. Figures, 248. London, 
1908: Charles Griffin & Company, Ltd. Philadelphia: J. B. 
Lippincott Company. Price, 16s. net and $5 net. 

This is a work divided into ten chapters, of which the first 
is introductory and deals with the history of harbors and 
harbor works from the earliest times. The other chapters 
cover, respectively, harbor design; surveying, marine and sub- 
marine; piling; stone, natural and artificial; breakwater de- 
sign; breakwater construction; pier heads, quays and landing 
stages; entrance channels, and channel demarcation. 

The work is taken up in a very comprehensive manner, and 
is well illustrated by both sketches and half-tones taken from 
photographs and drawings. It covers, of course, the civil engi- 
neering features connected with the reclaiming of land; the 
dredging of harbor anchorages and channels; the deposit of 
material, both at sea after dredging and in position for the 
location of a pier or breakwater, and of all the various 
engineering features incident to preparing waterways and 
roadsteads for the safe use of shipping: A number of charts 
and plans of various harbors are given, showing examples of 
work actually accomplished or under way, while sketches are 
given also of many of the devices, such as cranes, hopper 
barges, etc., for carrying out work of this character. 


The Steam Turbine. By Robert M. Neilson. Size, 6 by 9 
inches. Pages, 604. Figures, 387; forty-six full-page plates; 
ten folding plates. London and New York, 1908: Longmans, 
Green & Company. Price, 15s: net and $4.20. 


This is the fourth edition of a work which, appearing first 
in 1902, stands on record as the first extensive book on a sub- 
ject now recognized as of very great importance. Much of 
the previous work has been completely rewritten’ and a great 
deal of additional matter, including seven entirely new chap- 
ters, has appeared since the third edition. As indicating the 
great increase in size of the work it might be mentioned that 
the first edition contained only 163 pages (each considerably 
smaller than the present) and 145 figures. 

The aim throughout has been to render the subject intel- 
ligible to the average English-speaking operating engineer, 
whose training along scientific lines has not been extensive. 
The various formule employed have generally been arranged 
to be suitable for any system of units, but where clearness of 
effect could be gained by fixing the units, the usual British 
system has been adopted. The effort has been to combine in 
one connected treatment a discussion of the turbine historically, 
theoretically and practically, and in the latter connection the 
purpose has been to describe not only the principal parts of the 
leading types of steam turbines, but also the small details, 
which have such a large effect in determining the success or 
failure of the turbine as a whole. 

The chapter of most immediate interest to our readers is the 
last one in the book, covering ship propulsion. This carries the 
reader through the main development, starting with the Tur- 
binia of 1894, and culminating for the present in the Lusitania 
of 1907. This chapter, which is one of the most extensive of 
the entire work, covers the various arrangements for placing 
the turbines, and gives particulars of comparative trials be- 
tween turbine and reciprocating ships.’ Both mercantile and 
naval vessels are described, as well as yachts, the whole being 
a complete résumé of the subject up to date. Attention has 
been confined almost exclusively to the Parsons type of turbine, 
although some of the others have been given brief mention. 
At the end of the volume is an appendix covering in categorical 
order the British patents relating to steam turbines up to the 
end of 1905. An index of sixteen pages completes the volume. 
The illustrations are uniformly good, though of the zinc rather 
than of the wax type, and are given in such profusion as to 
illustrate very nicely details and general construction of the 
turbine and its principal parts. 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


O. 401.—Will you give a formula showing the relative strength of a 
deck beam with curvature (or arched) as compared with the same beam 
which is straight between points of support? CREAC 


A.—If the ends of the beam are so fixed that there is no 
hindrance to horizontal movement, the beam is no stronger 
when curved than when straight. As a matter of fact, it is 
slightly weaker, on account of a small thrust along the tan- 
gent line to the beam at any point. 

If, however, all horizontal movement of supports can be ab- 
solutely prevented, then the curved beam partakes of the na- 
ture of an arched rib with fixed ends. If not too flat, it is 
then stronger than if straight, on account of the arch-action. 

The deck beam of a ship is supported with some rigidity at 
its ends, but the elasticity of the vessel as a whole would prob- 
ably place it somewhere between the two cases above: men- 
tioned. In any event, no formula is available, each special 
case having to be treated separately. If the deck beam were » 


232 


considered as having its ends so fixed that a slight yield of 
the supports might take place, the beam would become a 
simple curved beam, and would have no more strength than 
the straight beam, if as much. IL, 12 

The reason for giving crown or “camber” to the deck beams 
of a ship lies rather in the ability of this form to throw off 
water than in.any idea of increasing the strength of the beam. 
Beams below the waterline are commonly not curved. 


Q. 402.—What is the approximate horsepower absorbed by the auxili- 
ary engines in a large liner; merchant ship; ironclad; cruiser; destroyer 
and torpedo boat? Also the weight? V. 


A.—As a general proposition the shipbuilder does not give 
out figures of this sort, particularly with regard to the weight. 
It is often possible to obtain the power of the auxiliaries in 
warships, from published reports, but in merchant vessels this 
is rarely available. As a single instance, however, we know 
that the electric plant on the Lusitania and Mauretania is 
capable of developing 1,500 kilowatts, or 2,000 horsepower. 
The power of the balance of the auxiliary machinery is not 
generally made public. 

From various trial trips of American battleships we have 
constructed a small table showing the power developed by the 
main and auxiliary engines, the total and the percentage which 
the auxiliary figure bears to the total. Some of these trials 
were under reduced power, while others were full power trials. 


Main. Auxiliary. Total. Percentage. 
Virginia 22,501 967 23,468 4.11 
Lowsiana 20,442 9c8 21,350 4.26 
Nebraska ...... 20,047 964 21,911 4.4 
Minnesota 19,896 676 20,572 3.29 
Minnesota ..... 14,554 562 15,116 3.72 
Ohio 12,6070 _ 280 12,950 2.16 


It will be noticed that there is considerable variation in the 
In the first place, 
under forced draft the blowers are exerting a much larger 
proportion of the total power than under other conditions. 
When the ship is steaming at a low speed, many of the auxili- 
aries are running at almost the power required for full speed 
of the vessel, thus increasing largely their percentage. Va- 
rious other features enter into the problem, and no definite 
figure can be given from which to work in design. Each par- 
ticular unit of the auxiliary machinery must be considered 
separately. 


percentages, which is easily explainable. 


Q. 403.—How do you estimate the shearing stresses in the rivets of 
the longitudinal seams of shell plating on a large steamship? A paper 
read before the Institution of Naval Architects in 1899 gives the 


FXm 
formula: g = ———_ 
I X 2t 
G, 383, 
A.—The usual method is to follow the rules of the classifi- 
cation societies, which are based on years of experience. They 


are wholly empirical, and are not usually susceptible to mathe- 
matical treatment. We know of no reliable formula which 
would permit the shearing stress to be determined with any 
accuracy. 

Q. 404.—Please give formula for approximating the horsepower of 
single, triple and quadruple expansion steam engines at various steam 


pressures. 13) 186 
A.—The general formula for horsepower is: 
Diy IL, Al IN) 
ie 
33,000 


This takes care of one cylinder only, and gives the result 
in horsepower when fp is the mean effective pressure; L is the 
length of stroke in feet; A is the mean area of the piston, 
and N is the number of revolutions per minute. For an en- 
gine of more than one cylinder, the same formula is used for 
each cylinder, and the sum taken for all cylinders. 

If it is desired to approximate to the horsepower of a triple- 
expansion engine, knowing only the steam pressure at the 


International Marine Engineering 


May, 1908. 


throttle and not the mean effective pressure, a fair approxi- 
mation may be made by the use of the formula as given, 
where A refers to the high-pressure cylinder, and p is the 
pressure at the throttle. The figure thus obtained, multiplied 
by a factor (approximately 0.53) and by the number of cyl- 
inders (by three only, if a triple-expansion engine, whether 
there are three or four cylinders), should give a result some- 
where near the proper one. 

To check this we might take the official trial trip of the 
battleship Virginia, which has a high-pressure piston 35 inches 
in diameter, with a stroke of 4 feet. The piston area is 962 
square inches, the revolutions on trials were 130, and the 
steam pressure at throttle was 228 pounds per square inch. 
Applying this formula and multiplying by 6, to take account 
of two triple-expansion engines (there were in reality eight 
cylinders) we obtain 21,950, where the actual figure was 22,501 
horsepower. It will be seen that this is sufficiently close for 
many purposes. This method cannot, however, be recom- ' 
mended, except where the required data for the more exact 
method cannot be obtained. 


Q. 405.—During the severe zero weather of the past winter, the 
steam pipe leading to the whistle was always kept under steam to pre- 
vent damage. In spite of this precaution, the top half of the pipe 
would freeze, while the lower half would not. The pipe, which is 
covered with asbestos cork and canvas, is perpendicular from the 
whistle to the deck, except for a slight bend near the whistle. Under 
the deck there is a good incline to the valve on the boiler. Was this 
freezing caused by the condensed water at the end of the pipe being 
held up by the steam pressure? Or would the water, being heavier than 
steam, flow back to the boiler as the steam condensed? There was no 
bend to trap it. b 


A.—tThe probability is that the steam in the pipe was grad- 
ually condensed, due to the very low temperature of the out-- 
side atmosphere, and particles of water clinging to the walls 
of the pipe were frozen before they could run down to the 
boiler. The whole question, especially as to the point above 
which freezing occurred, and below which it did not, may be 
traced to a very delicate adjustment between the effects on 
the condensed water, thus running down the walls, of the 
heat from the steam within the pipe on the one hand, and the 
low temperature from outside on the other. It is possible that 
a continued freezing action of this sort might conceivably 
have filled the pipe with frozen condensed steam for some little 
portion of its upper length, in spite of the fact that all sur- 
faces so covered were at the same time subject in a certain 
measure to the high temperature of. the steam within the pipe. 


Carl A. Creutz, formerly of the Fore River Shipbuilding 
Company, has taken the position of managing director of the 
Ochta Shipbuilding & Engine Works, St. Petersburg, Russia. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
ID, G. a 


877,655. VENTILATOR FOR MOTOR BOATS. ABBOT A. LOW, 
HORSESHOE, N. Y. 

Claim 2.—In a motor boat, the combination of an overhead awning or 
roof, consisting of a compartment formed with a forward air receiving 


May, 1908. 


International Marine Engineering 


233 


aperture, a flap arranged in conjunction with said aperture, a draining 
gutter under said flap, a conduit connecting the air compartment with 
the crank-shaft chamber of one or more hydrocarbon motors, and a dis- 
charge conduit connected with the crank-shaft chamber. Two claims. 


876,470. MEANS FOR PROPELLING VESSELS. MARKUS F. 
MAUS, LYNBROOK, N. Y. 

Claim 1.—As a means for propelling vessels, a piston mounted to re- 
ciprocate in a longitudinal channel of the vessel’s hull, said piston com- 
prising a blade pivoted to swing about an axis transverse to the path 
of the piston, and adapted to open as the piston moves in one direction, 
and to close as it moves in the opposite direction, a stop carried by the 
piston and mounted to turn about an axis transverse to the path of the 
piston and perpendicular to the first-named axis, to arrest the blade in 
the closed position either during the forward or during the rearward 
movement of the piston, and means for reversing the position of said 
stop. Fifteen claims. 

877,745. VESSEL HULL SCRAPER. WILLIAM E. 
MONTREAL, CANADA. 

Claim 1—In combination with a ship, a vertically and longitudinally 
adjustable block carried by the ship, bearings on the block, a rod rock- 


SCOTT, 


ably disposed in the bearings, a spring coiled on the rod and having 
one end secured to one of the bearings and its opposite end secured to 
the rod, an arm secured to the rod, and scraping fingers supported by 
the arm. Four claims. 

878,022. SPEED-CONTROLLING REVERSING PROPELLER. 
CHARLES F. ROPER, HOPEDALE, MASS., ASSIGNOR TO C. 
F. ROPER & CO., HOPEDALE. 

Claim 1.—A rotatable shaft, a hub fixed thereon and having rigid, 
radially extended and elongated bearing studs thereon in diametrically 


opposite pairs, a propeller blade pivotally mounted on each stud, each 
blade having a deep socket extending well into the solid body thereof 
to receive the stud, and a single controlling means to effect equal and 
opposite angular movement of the blades of a pair, and also to vary the 
angularity of the blades of one pair relatively to those of the other pair. 
Eleven claims. 

878,469. FEATHERING PADDLE ATTACHMENT FOR SMALL 
BOATS. WILLIAM RICKARDS, PORTLAND, OREGON. 

Claim 1.—The combination with a boat of a supporting frame affixed 
to the side thereof, a rod vertically pivoted in such frame, a bracket 
projecting horizontally from said rod, a dependent blade hinged to 


such bracket, means restraining the blade to a perpendicular position on 
the forward stroke of the paddle, and allowing it to feather on the re- 
turn stroke, a horizontal, pivoted handle bar and means connecting it 
with said pivoted rod, whereby the former is adapted to operate the 
paddle; the blade-supporting bracket being vertically movable on its 
supporting rod, so that the blade may be relatively adjusted to the 
depth of the boat in the water, and the parts being duplicated on both 
sides of the boat. Five claims. : 


878,752. TWIN-SCREW SUBMARINE BOAT. L. Y. SPEAR, 
QUINCY, MASS., ASSIGNOR TO ELECTRIC BOAT COMPANY, 
NEW YORK, A CORPORATION OF NEW JERSEY. 

Abstract—The object of the invention is to provide a submarine 
or submergible boat, having the usual substantially circular cross sec- 
tional construction, with twin screws. To effect this object and to 
avoid outboard bracket bearings for the screw shafts, the stern section 
of the boat is gradually reduced or diminished vertically, from the sub- 
stantially circular cross section of the major part of the hull, so as to 
finally merge, through gradually flattening elliptical cross sections, 
into a stern frame having substantially parallel sides, within which frame 
are formed the end bearings for the screw shafts. Three claims. 


PROPELLER. ALBERT STANDAU, TERRE 


HAUTE, 


AWS 


AL NG-0-O 
elongated paddles, each having a groove near each end thereof, flexi- 
ble means engaging said grooves for connecting said paddles together, 
flexible casings inclosing the greater portions of said paddles, and 
means for rotating said paddles. Six claims. 
879,860. _SPEED-BOAT. GEORGE A. FARRELL, CHICAGO. 
Claim 2.—In a boat, the combination of cigar-shaped revoluble bodies, 


———— 
al al | e—ti—a ti 

SSS SSIS UT 90 0H 

m - Hy 3 


hydroplanes adapted to be secured between the bodies, a platform above 
the bodies and secured thereto, means for regulating the hydroplanes, 
and means for revolving the cigar-shaped bodies to propel the boat. 
Seven claims. 
879,986. SATL-BOOM. PERCY TATCHELL, LONDON. 
Abstract.—According to the present invention, the sail is cut with 
little or no belly or flow, and is laced or otherwise fastened to the 


boom, and the necessary belly or curve is imparted to the sail by bending 
the boom laterally to the required degree to give the best results under 
the conditions of wind prevailing. Six claims. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 
don, W. C. 


19,247. SHIPS. PROPELLING BY SCREW PROPELLERS. A. 
M. MILLE AND C. A. F.-P. BIDET, HAVRE, FRANCE. 

The tail shaft is mounted in a bearing adapted to turn about a 
vertical axis. The bearing is mounted in a spherical part provided with 
trunnions, the spherical part being secured between two portions of 
a stuffing-box having a gland. The stuffing-box is secured to the stern 
post and does not rotate. The thrust-block is mounted in a frame 
capable of rotation on trunnions. The vessel is steered by altering the 
angle of the propeller shaft to the center line of the ship. The packing 
of the gland is kept tight by springs, contained in hollow screws and 
acting on the sectors of a ring surrounding the packing. 

19,925. LIFE BOATS. C€. LEHNERT, RUHRORT, GERMANY. 

The hull is constructed in two portions hinged together at the stern, 
and united along the horizontal division by fly-screws passing through 
flanges. A lookout is provided at the bow of the boat. The vessel is 
propelled by paddle wheels actuated by any suitable means, and is 
steered by a rudder. Ventilation is effected through a pipe and a 
valve, which prevents ingress of water. The lower end of the pipe is 
screwed, so that a long pipe may be fitted in rough weather. The vessel 
is constructed of an aluminum alloy. 


19,162. SATLS. G. J. TILLING AND T. T. CROWLE, SOUTH- 
AMPTON. 

Sails, of the type in which the seams are laid diagonally, for ships, 
yachts, etc., are constructed, in order that they may retain their shape, 
with the center of the width of the main cloth arranged, in the case of 
a mainsail or similarly shaped sail, in a direct line between the throat 
and clew, and, in the case of a sail of triangular shape, such as a jib or 


234 


International Marine Engineering 


May, 1908. 


topsail, at right angles to the stay, and extending in a direct line to the 
elem: The other cloths are fitted parallel to the seams of the main 
cloth. 


19,162. 


19,308. SCREW PROPELLERS. L. GAYOTTI N 
GANA, NAPLES, ITALY. SA 

Propeller blades are built up of a number of sheets of metal, secured 
to. each other by rivets of some soft malleable metal. The object of 
this construction is to provide a flexible blade. The thickness is re- 
duced towards the tip by decreasing the number of sheets, and also 
the thickness of the individual sheets of metal. The blades are secured 
to the boss by keys. 


19,911. SCREW PROPELLERS. J. ANDREWS AND D. CAM- 
ERON, KIRKINTILLOCH, STREINGSHIRE 

Relates to a reversible screw propeller for ships and boats, and of the 
type in which the blades may be turned axially by means of collars on 
the blade shanks working in curved openings in a sleeve surrounding 
the boss. Slots are formed in a sleeve provided with a cap, to which a 
rod, connected in a known manner with the reversing handle and pass- 
ing through the shaft, is suitably secured. The slots are made prefer- 
ably in the form of segments of a ring, and engage similarly shaped 


LA- 


collars on the shanks of the blades. The boss is secured to the shaft by 
a key and nut or otherwise, is provided with flats on its periphery ad- 
joining the outer collars, and is preferably laterally divided in halves. 
The movement of the sleeve relatively to the boss is effected in the case 
of small propellers by hand gear, and in the case of large propellers by 
a direct-acting or other engine. 


19,326. SHIPS’ FRAMING. E. H. CRAGGS, MIDDLESBROUGH. 

The decks and double bottoms are constructed in the usual manner, 
and the frame girders are built up of two or more angles, the reversed 
or inner member being bent inwards at its upper part and secured to the 
deck beam. The lower part of the same member is bent inwards and 
secured to the tank top by lugs. The upper and lower portions of the 
frame girders are fitted with plates, constituting webs, and providing 
additional strength at these points. The girders may be of other sec- 
tions, divided at the upper and lower ends. The invention is stated to 
be particularly applicable to single-deck vessels, in which it is desired 
to omit a tier of beams. 


19,326, 


20,170. 


20,170. SEA COCKS. H. McLACHLAN, RUTHERGLEN. 

A storm valve for use on board ship in connection with the discharge 
pipes of baths, lavatories, water closets, etc., is made preferably in the 
form of a disk valve, carrying a balance weight and hinged to lugs on 
the casing. The valve seat may be removable. An opening having a 
removable cover secured by bolts, etc., enables the pivot pin to be 
withdrawn and the disk valve to be removed for cleaning or repair. 


20,473. SCREW PROPELLERS; DRIVING GEAR. G. J. A. 
BOURDONCLE AND A. E. LEYMARIE, PARIS, FRANCE. 
_ The screw propeller is operated from a motor through bevel gearing 
inclosed in a casing attached to the stern. The horizontal shaft is 
driven from a flexible shaft attached to the motor, and is provided with 
a sliding clutch operated by a hand lever, so that the shaft drives 
either of the bevel wheels, or occupies a neutral position. The vertical 
shaft is inclosed in a casing and drives a horizontal shaft, upon which 
the propeller is mounted, by bevel gearing. By means of the clutch, 
the vessel may be driven ahead or astern, or the motor may run light. 
The blades of the propeller are screwed into the boss, and secured by 
keys and screws, so that they may be set at any desired angle. 


21,080. BOATS; LAUNCHES; PLANKING. S. E. SAUNDERS, 
COWES. 


The inside framing of boats consists of a series of narrow strips of 
wood of convex or approximately triangular section. These strips may 


————————————————— 
WON OOS TU: 
lm Yo Wa Co NS 


Yi, N\\ LD av" 


be worked in any direction, and are close jointed. The outside plank- 
ing is similar to the framing, but is worked in a different direction. A 
layer of canvas, saturated with a waterproof solution, is fitted be- 
tween the framing and the planking. The interstices in the planking 
formed by the sectional shape of the planking are filled in with compo- 
sition and covered with canvas. In a modification, the inside planking 
is of the sectional form, and the outside planking is constructed with 
hollow and round seams, intervening layers of planking being wrought 
in a direction opposite to that of either the framing or the planking. 
Layers of canvas are provided, and the whole structure is firmly secured 
together. 

21,063. ELASTIC-FLUID TURBINES. F. W. SEYBOTH AND 
E. K. A. BAUMANN, ZWICKAU, SAXONY. 

A turbine driven by air at atmospheric pressure which is heated by 
combustion products is arranged with a regenerator between the turbine 
and a fan which draws the exhaust from the turbine, so that fresh 
air passing to the turbine is heated to a certain extent by the exhaust. 
The combusticn product is supplied to the turbine at each pressure 
stage. A turbine, divided into pressure stages, is supplied with fresh 
air by a pipe. The supply of combustion products at each pressure stage 
is effected by a main pipe and branch pipes. On the turbine shaft is 
arranged a fan, which draws the exhaust gases through a regenerator 
and discharges them through a pipe into the atmosphere. The ex- 
haust gases may be cooled by the introduction of water by way of a 
pipe, or by the direct introduction of water into the fan. The turbine 
is started by compressed air from a reservoir. 


E 21,084. 
E. NORRIS, RIVERSIDE, LONDON, S. W. 


OARS. 
Oars, sculls, etc., are constructed in two or more longitudinal sec- 


21,084. 


tions throughout their entire length, and with hollow looms. The inner 
portions of the looms are hollowed out, and are then cemented together, 
and further secured by screws, etc. 

21,222. SHIPS. BULKHEAD DOORS. 
ARGYLL ROAD, ILFORD, ESSEX. 

Consists of an arrangement of handles. and gearing whereby bulk- 
head doors may be lowered from a central station, or separately from 
the deck, or from a position near the door. A square shaft carries two. 
cams, one of which puts a half-nut into and out of gear with the 
raising-shaft, while the other cam puts a corrugated brake into or out of 
gear with corresponding corrugations on the door. The _ shaft is. 
operated by handles through a shaft and worm-wheel. Another shaft, 
operated from a central station, is geared with the first shaft by a clutch, 
which is put in and out of gear by a handle on the deck, or by a han- 
dle alongside the door. 

21,298 SHIPS’ HULLS, CLEANING. T. W. WILSON, DEV- 
ONPORT. 

Apparatus of the type in which the brushes are rotated by screw 
propellers set in. motion by the movement of a ship, or by streams or 
currents if the ship is stationary, comprises two propellers geared to a 
third propeller, the blades of which are arranged oppositely to those of 
the first propellers, and carry cleaning brushes or knife blades kept at a 
slight distance from the hull by means of short legs, provided with anti- 
friction rollers and fitted to the frame. Ropes are provided for mov- 
ing the device over the surface of the hull, and the frame has eyes engag- 
ing guide-ropes. 

Al siys, GENUS? CAIRIONS ILIGNSMES, n, (C, 12, TRIRUDSINOING, IDEA 
FORD, AND J. BURNS, BROCKLEY, KENT. 

In a ship’s scuttle or side-light, a tight point is made between the 
ring containing the glass and the frame, by means of an india rubber 
or other elastic packing ring, which is surrounded by a metal band, 
wire rope, or chain adapted to be shortened to compress the packing- 
ring. A lever, provided with a locking lever adapted to engage a fixed 
ratchet wheel, is mounted loosely on a pin in the frame, and may carry 
a latch fastening for the ring. The packing ring is contained in a 
groove in the frame. One end of the band is attached to the frame, andi 
the other end is attached to the boss of the lever. At the point where 
the ends of the band cross, one part is slotted to receive the other part 
correspondingly reduced in width, or both parts may be halved. 


J. E. B. WAKEHAM, 


International Marine Engineering 


/ JUNE, 


cS te 


A / aK 


1908. 


PP? To 


The largest armored cruiser ever built on the continent of 
Europe was launched from Brest dockyard on Sept. 21, 1907. 
Her dimensions are as follows: Length over all, 515 feet 10 
inches; extreme beam, 70 feet 7 inches; gross trial draft, 2 
feet 4 inches; displacement at same draft, 14,158/tons; bunker 
coal carried on trials, 1,242 tons; designed speed for 10 hours, 
23 knots. ff : 

The hull As of steel throughout, and is fitted with bilge keels, 
well showh in the photograph of her launching. Her pro- 
tection consists of a complete belt of armor, 12 feet 2 inches 
wide amidships (7 feet 7 inches aboye waterline), and; having 
a maximum of thickness of 634, inches am idships on about two- 
thirds’ s/of the ship’s length. Gradually the /thickness decreases 

| Hej, 


THE BREN ARMORED CRUISER EDGAR QUINT. 


PELTIER. 


backing is fitted behind all thésside. armor. THE conning 
tower has 8 inches thickness and the.armor tube 5anches.. 

Above the protective decks are the sun=deck, worked from 
end to end, and the spar deck, running from stem to the after 
7.6-inch turret. Above this deck are numerous bridges. As 
usual, the space between the belt side armor, the watertight 
bulkhead and cofferdam, and the two protective decks is 
divided by numerous compartments, filled with stores or water- 
excluding materials. Passages of any kind going through 
this space are protected with an annular cofferdam extending 
from foot to top. 

The armament will be the most powerful of this type of 
cruiser in the French navy, but will be far less powerful than 


THE LAUNCHING OF THE 


from the middle of the hull to stem and stern, where it is only 
4 inches forward and 3 inches aft. The thickness is also 
reduced from the waterline to the opposite edges of the two 
strakes of the belt side armor. Forward, there is a third 
strake running from stem to the forward casemates. Two 
armor athwartship bulkheads are worked from the shell 
plating jat the ends of the casemates to the center barbettes of 
the 7.6-inch guns; they are made of 634-inch plating. 

There are two protective decks, extending from stem to 
stern; the lower one is flat amidships and sloped at side and 
ends. The thickness is of 2 9/16 inches on the slopes and 
I 19/24 inches on the flat. The upper one is flat and of 134 
inches. These two decks have their axis at the edges of the 
belt side armor. The side protection is completed with a 
cofferdam extending from the lower to the upper. protective 
deck and a watertight bulkhead behind this cofferdam. Teak 


FRENCH ARMORED CRUISER EDGAR QUINET. 


the usual armament of similar cruisers of the other leading 
naval powers. The battery will be mounted as follows: Four 
7.64-inch guns in two electrically-operated elliptical turrets on 
the center line, one forward, one aft; they have an arc of fire 
of about 280 degrees; six 7.64-inch guns in six electrically 
operated, elliptical turrets on the spar deck, three on each 
side, like on the latest French battleships of the Démocratie 
type, and four 7.64-inch guns in four casements, two forward 
and two aft (fourteen such guns, in all). 

The turrets will have front and rear plates, 6.3 inches; 
splinter plates, 4.8 inches; top plates, 1.5 inches. The bar- 
bettes have front and rear plates, 6.3 inches; floor plates, 1.6 
inches; inner tube, 1.2 to 3.2 inches; exterior tube, 19/24 inch. 
The casemates are formed with outside plating of 6.3 inches; 
inside plating, 4 inches; splinter plates, 5.5 inches; floor and 
top plates 19/24 inch. 


236 


International Marine Engineering 


JUNE, 1908. . 


The casemate guns are arranged to fire right ahead or 
astern, respectively. There will also be six 3-pounder guns on 
the gun deck; ten of the same on the spar deck, and eight on 
the bridges. Two 18-inch submerged torpedo tubes will be 
also fitted, forward. The main fire will consist of eight 7.64- 
inch guns forward or aft, and nine in broadside. 

All ammunition rooms adjacent, to heated compartments 
will be arranged with air spaces, and, since the disaster to 
the Jena, with refrigerating machinery. They are so arranged 
that about one-half of the ammunition will be carried at each 
end of the ship. The ammunition will be handled by hoists, 
trolleys and tracks, driven by electric motors. 

The main engines consist of three sets of triple expansion, 
four-cylinder engines, having a total indicated horsepower of 
36,000, and driving three propellers. Each engine will be lo- 
cated in a separate watertight compartment. The steam will 
be supplied to the main and auxiliary engines by Belleville 
watertube boilers, placed in two sets in several watertight 
compartments. The boilers will discharge the products of 
combustion into six funnels, 73 feet high above the base line, 
and 22 feet in diameter; three are forward and three aft. 

The coal bunkers will have a maximum capacity of about 
2,300 tons. With the ordinary bunker filling of 1,242 tons, the 
steaming radius will be at 10 knots, 6,000 nautical miles, and 
with the full bunkers, 10,000 miles. A certain quantity of 
liquid fuel may be shipped in the double bottom. 

All compartments below the upper protective deck, except 
the coal bunkers, are fitted with forced draft. Special atten- 
tion will be paid to spaces subject to habitually high tempera- 
ture, such as engine, boiler and dynamo rooms. All blowers, 
except for the forced draft, are electrically operated. There 
are six dynamos. 

There will be two lower bridges, forward and aft, chart 
houses and a flying bridge forward only. There are two steel 
masts, the forward one having a signal yard. There will be 
six searchlights, two in the masts, two forward and two aft. 
The two hawse pipes are so designed that stockless anchors 
will be stowed in them. The crew will be composed of thirty 
officers and 708 men. , 


Edgar Quinet. Montana. Shannon. 

France. U.S. A. England. 
Displacement .-....... 14,158 14,500 14,600 
Horsepower .......... 36,000 25,000 28,500 
Speedseknotcseeeeerner 23 22 22.6 
Admiralty coefficient... 198 246.5 242 

Maintibattenyeeneereree 14-7.64” 4-10” 4-9.2” 
pnees 16-6” 10-7.5” 

LNFETO? WANE > 5 00004000c Om 5” 6” 
Broadside, pounds..... 1,065 2,900 2,520 
Copll, tOHB.ccecoocccsve 2,300 2,000 2,000 


SAIL MAKING. 

i BY ADRIAN WILSON. 

Fig. 3 shows a fore-and-aft sail with the proper names 
of the different sides indicated, also the proper names of the 
different corners of the sail. Of the different arrangements 
of cloths which have been used in fore-and-aft sails, the two 
most used are shown in Figs. 3 and 4. Fig. 3 indicates the old 
arrangement of cloths, with seams running parallel to after 
leach; Fig. 4 indicates the present or crosscut arrangement of 
cloths, with seams arranged at right angle to after leach. 

In headsails, Figs. 5 and 6 show old arrangement of cloths; 
Fig. 7 shows the new arrangement. We have also found 
cloths arranged in headsails in different forms as shown in 
Figs. 8, 9 and 10. 

The tendency to stretch has always been greater in head- 
sails than in the other sails. What our mothers and the seam- 
stress would call a bias in a piece of cloth, sailmakers know 


Faring 


or Hoist — 


Se ee ee igi 


SS SSS SSS 
Boom 


Tack 
FIG. 8.—SHOWS OLD ARRANGEMENT OF CLOTHS. 


as a gore or the diagonal side of the cloth. As the stretch 
in a cloth is so much greater in its length or warp, of course 


Foot 


FIG. 4.—CLOTHS AT RIGHT ANGLE TO LEACH, AND CROSS CUT, 


JuNE, 1908. 


International Marine Engineering 


Head 


‘Tack Tack 


FIG. 5.—CLOTHS PARALLEL TO LEACH AND FOOT. 


the nearer this gore comes to line of warp the greater the 
stretch. This unquestionably occurs to a greater degree in a 
headsail cut with cloths arranged parallel to the leach. With 
the filling or weft thread arranged so as to be parallel to leach 
of sail, this gore of the cloth is greatly shortened, and as a 
result we have only a small amount of stretch to contend with, 
as can be readily seen by Fig. 11. A-B will show the length 
of gore with cloth parallel with leach of sail; C-D will show 
the length of gore with cloth at right angle to leach; and the 
same applies to the diagonal of the sail. 

While this idea of arranging the cloths may seem new, it is 
not so, for as far back as 1836 to 1840 it was customary to cut 


Head, 


Clew 


FIG. 7.—CROSS-CUT CLOTHS AT RIGHT 
ANGLES TO LEACH AND FOOT. 


FIG. 6.—CLOTHS PARALLEL TO LEACH. 


headsails with cloths arranged across the sail, instead of per- 
pendicularly. Why it came into disuse we do not know, ex- 
cept for the fact that these sails are not so strong, and will 
not wear as long; and at that time, and later, the majority of 
sails were made for working craft and not for yachts. The 
famous sloop Maria had sails made with crosscut arrangement 
of cloths. A large part of our work to-day goes to the ama- 
teur yachtsman, and, as the crosscut arrangement of cloths 
means less stretch, the problem of working out the sail is 
that much simplified, to the great benefit of the yachtsman. 
I trust that I have given an idea of why we have so uni- 
versally adopted the crosscut arrangement of seams. 


Head 


Tack 
FIG, 8.—CLOTHS DIAGONAL IN LEACH; 


SQUARE IN FOOT. 


Tack 
FIG. 9.—A SQUARE AND RIGHT ANGLE AR- 


RANGEMENT OF CLOTHS, 


Fic. 10. 


238 


International Marine Engineering 


JuNE, 1908. 


In the making of sails with cloths perpendicular to the 
leach, we established certain rules for working the draft into 
the body of the sail. Take, as an illustration, Fig. 3, showing 
a mainsail. We have the sail, with the names of the four 
sides and corners properly indicated. If it was our intention 


to make this sail a flat plane, it would appear, at the first 

glance, that all we had to do would be to cut out on the loft 

floor a sail whose four sides would be straight lines, sew it 

together and bind the edges with rope to insure the proper 
Bee) 


A CLASS Q BOAT, WITH MAINSAIL AND BALLOON JIB. 


amount of strength. If made in this way it would not stand, 
as the wind pressing against this surface would produce re- 
sults which no canvas, no matter of what fiber it was made, 
would have sufficient strength to stand; and it would tear at 
the points at which it is attached to the spars. ; 
This is counteracted by certain curves put into the sail, 
which, when cut and sewed together and spread on the loft 
floor for the second time, would have the appearance of Fig. 
12. The curved lines shown in Fig. 12 would show the sail 
as cut from the dimensions of Fig. 3, or as would be laid down 
by the sailmaker. If the sail should be cut with the four 
sides straight—for instance, if it were cut with the foot a 


straight line—when the body of the sail filled with wind, the 
result would be that it would lift up the center of the boom 
into an are above a straight line. The tendency of the head 
to do the same in an opposite direction would result in a light 
place through the center of the sail. So, we have the curves, 
or, as known to the sailmaker, the roaches, at the foot of the 
sail. There is a considerable roach, and it is our object to 
invert this curved line or part of it into the body of the sail, 
as shown by dotted line A-B in Fig. 12. This we do by taper- 
ing the seams in the sail, and it has been the work of years to 
get this operation to a point that would produce a perfect sail. 

A sail made in this manner must be worked out on the 
yacht when in use by the most careful handling. These sails, 
which present a surface area of from 450 to 3,000 square feet— 
and some even larger—are made of a woven material ex- 
tremely light, when compared with their areas, and are liable 
to be strained out of their proper shape very easily, by not 
being intelligently handled. The stress of the weather alone 
is very severe on them. In hot, dry winds the canvas goes 
out beyond its normal dimensions, and when wet shrinks 
inside of the same. So, with what care should a sail be 
watched? It should not be pulled too hard when dry, and 
should always be slacked in when wet. If the sail is a good 
one, under normal conditions it should never be strained out 


so that any undue strain can come on the line marked B-C, 


Fig. 12. This quickly takes all the draft from the body of the 
sail; and, if allowed to get thoroughly wet, with the clew 
pulled out too far on boom, the shrinkage on line B-C puts 
an undue tension on the canvas, and the sail becomes hard on 
this line, and its most important factor—the draft—is rapidly 
disappearing. a 

It also tends to hollow the line of the leach, which is al- 
ways an indication that your sail is losing some of its, best 
points. A new sail should show some considerable outer 
curve, and, when fully stretched to its dimensions on boom 
and gaff, should show a true, straight leach. One of the 


JUNE, 1908. 


greatest obstacles the sailmaker has to contend with is the 
tendency to pull a sail out on boom and gaff as soon as a 
little slack shows in head and foot rope. The sail may be per- 
fectly dry, and the ropes the same. It will naturally, under 
these conditions, show some slack at head and foot. This is 
only on the edge of the sail. Its body is all right. Let it 
alone. It is doing good work. If pulled out, it gets an undue 
strain diagonally from end to boom and gaff. It may become 
damp from the late afternoon dew or from a little fog, when 
the fullness is immediately taken up. 

This constant pulling out on boom and gaff is the cause of 
throwing the leach into bad shape, as in Fig. 13. The full 
line C is the line of the sail when new. Now, at A-B and 
A'-B’ the sail does not stretch; in fact, it grows shorter at 


LG EL Ss 


these points. If the sail is stretched out so that the leach has 
become a hollow line like D, there is a terrific girt strain in the 
sail, as indicated by the lines &, and the real leach is at about 
F, which will invariably cause a tight place in the sail, from 
boom to gaff, just forward of F. This not only causes trouble 
at the leach of the sail, but it has pulled all the draft out of the 
forward body of the sail, and it has become a flat surface from 
luff aft to a badly setting leach. The greater part of our effort 
as sailmakers is to construct our sails so as to overcome this 
very thing. Yachtsmen seem to be possessed with the idea 
that every bit of slack canvas must be stretched so that the 
sail is like a drumhead. While this may produce an entirely 
smooth surface, the very elements that constitute a fast sail 
may be destroyed. It may produce a picture sail, but not one 
that has the “go” in it. It would be a very easy matter for 
us if we had only to make picture sails, but our object is to 
turn out a sail that will have the “go” in it, and yet be a 
perfect sail in appearance. As the yacht is a thing of beauty, 
so the sail must be a part of it. 

As before explained, canvas or any other woven material 
will stretch much more in the diagonal than in any other 
direction, so it should be an object to relieve the diagonal 


International Marine Engineering 


239 


strain to which the sail is subject as much as possible. As 
pulling out on boom and gaff tends to increase the diagonal 
strain, our advice is to avoid it as much as possible. 

As a very notable illustration of what can be accomplished 
in a racing sail, if the sailmaker’s instructions are followed and 
sail not pulled out on boom and gaff as soon as a little slack 
shows, we cite the instance of the 22-footer Tyro, owned by 
William H. Joyce, and built to sail in the 22-foot class, 
Massachusetts Yacht Racing Association. The sails made for 
this boat were cut on the understanding that they should be 
finished to exact limit of sail plant; no allowances were made 
for stretch. The boat in all of the races was sailed by the late 
Sumner H. Foster. Particular care was taken by both My. 


Foster and Mr. Joyce that the sail should not be pulled out. 
It was raced for two entire seasons,-and the only change made 
in the sail was finally in the second season to shorten on gaff 
about 3 inches, with the result that the original draft, which 
was put into the sail when new, remained. The sail did the 
wonderful feat of assisting the boat to win the championship 
in this class in the Massachusetts Yacht Racing Association 
for two seasons in succession. 

The same advice applies to setting the sail and keeping it 
properly set while in use. If the sail is not properly set at 
first, it cannot show to its best advantage. One grievous fault 
is that of not setting the peak up to its proper angle. In these 
days of steel halyards there is no excuse for not having a sail 
set right at the start. .In our experience, we have had many 
complaints of a sail having a bad leach, or the complaint 
would be that the leach was tight. On investigation, the fault 
would be found in the fact that the sail had never been set to 
the angle at which it had been cut. In many instances of this 
kind the complaint would often be that the boom was too low. 
In investigating the complaint, the sail would be set under 
personal inspection, and there would be no tight leach, and the 
boom would swing at its proper height. 


N 


INDEPENDENCE, BRACED SHARP ON THE 
WIND. 


Let us glance at Fig. 14, illustrating a mainsail on which 
the peak angle is 60 degrees. Suppose, in hoisting this sail, 
that it has been hoisted until the luff measures 34 feet, and it 
is pulled out on head and foot to 26 feet 9 inches and 40 feet, 
respectively. If, in setting up the peak, it should be hoisted 
until the sail is perfectly smooth and shows no wrinkles—say 
to its cut angle of 60 degrees—the result would be that after a 
half-hour’s sailing the give of the halyards and slip caused 
from the belaying of same on cleat or pin would cause the sail 
to settle down; also, the give of the canvas would have to be 
accounted for. The sail would assume the shape indicated by 
the dotted lines, and an undue strain would take place through 
the line A from B to C, causing the boom to drop down to 


Fic. 15. 


40 International Marine Engineering 


THE SIX-MASTED SCHOONER MERTIE B. CROWLEY, SHOWING ARRANGEMENT OF TWENTY-TWO FORE-AND-AFT SAILS, 


PHOTOGRAPHS, N. L. STEBBINS. 


dotted line D. The sail, if cut at 60 degrees peak angle, should 
have been set at 62 degrees, or enough to allow for the settling 
of the peak. A great many yachtsmen think that a mainsail 
should be hoisted until it is perfectly smooth. I trust you can 
now see that it should be set above that point in reality. When 
first hoisted it should show some considerable body of wrinkles 
under the jaws of the gaff, as indicated by lines E. 

The fact that the end of the gaff has settled down below 
the designed angle, and at the same time the boom has also 
dropped to a point below plan, causes an undue strain on the 
canvas below line B to C. That is, the forward triangle of the 
sail has to take the whole weight of the sail, and instead of 
showing its true shape of a curve in forward body of sail, is 
thereby stretched until it is as flat as a board. Above B-C the 
sail is also in bad shape. It is more than likely that the sail 
is showing a hard place in the after body, extending about as 
indicated at lines F-F, and at the same time the leach has a 
tendency to be tight. In fact, the surface of the sail would 
look something like line G. This is somewhat exaggerated, 
but will convey the idea of the effect on the sail, or what 
happens when the peak is not properly set. 

So, here are two distinct reasons for what may seem to be 
a tight leach: (1) Over-pulling sail on boom and gaff; and 
(2) not setting the peak to its proper angle. We have never 
known a case of a sail being spoiled by over-setting the peak, 
but have occasion very often to caution our customers to be 
sure the peak is well set up. When first set, the sail should 
show plenty of fullness in luff. The peak should be set until 
the sail wrinkles from gaff to luff (Fig. 15). This may look 
exaggerated, and may look to the yachtsman as if he were 
getting his peak up so much as to throw his sail all out of 
shape; but after the yacht is under way a short time it will be 
seen that the sail has come to its proper form, and is doing its 
best work. By setting the sail in this way it is sure to show a 
perfect leach, free enough to just tremble a little, but not so 
free as to slap or roll. Also, when sail is reefed, great care 
should be taken not to pull the reef ear-ring or reef cringle 
out too far on boom, for in doing this (that is, pulling reef too 
far out) it acts just the same as pulling foot too hard. These 
are some of the little details so necessary to know and so 
valuable, if followed, so that a good sail will always remain a 
good sail, and a poor sail be worked out into a fairly good one. 

(To be Concluded.) 


JUNE, 1908. 


{ 4 
L 


Wf 
THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY F. WALKER, M. I. E. E. 


THE THERMOTANK SYSTEM. 


An apparatus that is now very much in use on board the 
leading great liners and others is that developed by the Ther- 
motank Ventilating Company, of Glasgow, in’ which the venti- 
lating and heating or cooling arrangements are united in one, 
as shown in Figs, 55 to 60. The apparatus is arranged either 


to force air down below under pressure or to exhaust it, the 
same apparatus being available for either, as may be required. 
It consists of a tank or cylinder, in which a certain number 
of tubes are arranged in a vertical position, the air to be 
warmed or cooled being drawn through them by means of a 
fan attached to and forming part of the plant. 


For heating 


Exhaust Steam Valve 
with Steam Trap 


Humidifier Valve 


Steam Inlet Valve. 


Humidifier Pipe 


FIG. 55.—TOP-SUCTION DECK-TYPE THERMOTANK SUPPLYING AIR. 


purposes, steam is allowed to circulate around the tubes, a 
supply being brought for the purpose from the nearest steam 
service. For cooling the air, cold water or cold brine, accord- 
ing to the lowering of temperature required, is circulated. In 
addition a steam jet is arranged to provide moisture in very 
dry climates. 

There are three forms of thermotank apparatus, which are 
known respectively as “top suction,’ “bottom suction” and 
“between decks.” The top suction type, which is shown very 
clearly in Figs. 55 and 56, is taken from one fixed on the boat 
deck of the Lusitania, and has the cylindrical tank, common to 
all of the apparatus, in which the pipes are fixed. It has also 
the mushroom valve that will be seen above the cylindrical 
tank, and that is marked in the diagrams, and also a protected 
cowl connected to the fan chamber for the admission of fresh 
air. 

When the apparatus is used to force air down into the state- 
rooms, etc., the mushroom valve on top of the tank is closed, 
and the air passes from the hooded cowl through the fan up 
at the back of the pipes, down through the pipes, and thence 
into the ducts leading to the rooms to be warmed. When the 
apparatus is to be used for exhausting, the mushroom valve 
on top of the tank is opened, and the valves marked D and C 
at the base of the tank are closed. The air then, instead of 
being drawn from the hooded cowl, is drawn from below, and 
in place of passing through the tubes passes up by the side of 


International Marine Engineering 


241 


Mushroom Valve. 


Exhaust Steam Valve 
with Steam Trap 


Humidifier Valve 


Steam Inlet Valve. 


Humidifier Pipe 


56.—TOP-SUCTION DECK-TYPE THERMOTANK EXHAUSTING AIR, 


FIG, 


them and through the mushroom valve at the top to the 
atmosphere. 

The bottom suction apparatus is shown in Figs. 57 and 58. 
It is very similar to the top suction apparatus, the difference 
being the absence of the hooded cowl described above. In 
the bottom suction apparatus air is taken from below the fan, 
as seen in the diagram; is passed through the fan, and thence 
through the air tubes and down into the ducts leading to the 
rooms to be warmed or cooled. When the bottom suction 
apparatus is to be employed for exhausting, the mushroom 
valve above the tank is again opened, the valves C and D are 
again closed, and the valve B, which is shown in the diagram, 
in the suction duct leading to the fan, is also closed, the air 
from below then passing up through the fan, thence by the 
side of the air pipes and out through the mushroom valve at 
the top. 

Figs. 59 and 60 show a between-deck apparatus. This is very 
similar to those described above, the difference being that it is 
fixed between decks, and takes its air from a duct or flue 
leading to any convenient supply of fresh air. It is used either 


for exhausting or forcing air down, just as the others are. 

In all forms of the apparatus there is a steam pipe leading 
to the top of the tank, and an exhaust steam valve and steam 
trap at the bottom. A perforated steam pipe, surrounding the 
air tubes, provides the moisture when required. 


It has the 


Exhaust Steain Valve 
with Steam Trap 


FIG, 57.—BOTTOM-SUCTION DECK-TYPE THERMOTANK SUPPLYING AIR, 


International Marine Engineering 


JUNE, 1908. 


Mushroom Valve ie a EN 
fr 


Exhaust Steam Valve 
with Steam Trap 


«Humidifier Valve 


Steam Inlet Valve. 


— Humidifier Pipe 


DECK-TYPE THERMOTANK EXHAUSTING AIR. 


FIG. 58.—BOTTOM-SUCTION 


usual valves. For cooling, water or cooled brine, as ex- 
plained, take the place of steam. 

It will be seen, from the description, that the thermotank 
apparatus practically does for the compartments of a ship 
what the shafts and fans do for a coal mine. The thermotank 
apparatus appears also to have been more thoroughly worked 
out than the system of mine ventilation has, up to the present. 
It will be noticed that, providing that thermotank and ducts, 
etc., are provided for each compartment, the engineer has 
complete control of the ventilation, and the heating, warming 
and cooling of each individual part of the ship. It will be 
noticed also that any type of the thermotank apparatus can 
be used either to force air into the spaces to be warmed, or 
cooled and ventilated, or can be arranged to exhaust the air 
from them. This follows the practice adopted in ships which 
carry cold storage for fruit, in which the temperature is not 
required to be very low. As has been explained under “Cold 
Storage on Board Ship,” in temperate latitudes the “freezer” 
engineer works the cold store upon the atmosphere. That is 
to say, he merely takes the air direct from the atmosphere, 
passes it through the store and forces it out again. In many 
latitudes it will evidently be more convenient, and more eco- 
nomical, to adopt this plan with the ventilating air current 
for shipboard use. 

Another point that should be mentioned in connection with 
the thermotank apparatus, as will be seen from some of the 


with Steam Trap 


Humidifier Valve f 


Steam Inlet Valve, 


Humidifier Pipe - 


FIG, 59,—’ TWEEN DECK TYPE THERMOTANK SUPPLYING AIR. 


illustrations, is that it is arranged to regulate the speed of the 
motor, and with it fhe quantity of air passing into, or, being 
sucked out of, the spaces operated upon. The regulating ap- 
paratus consists simply of an electrical rheostat, arranged to 
vary the current in the field coils of the electric motor, and 
thereby to vary its speed. It will be seen that this gives the 
engineer a more complete control than is possible with any 
other method, providing that the steps of the regulator can 
be arranged sufficiently close together. As mentioned, how- 


Exhaust Steam Valve 
| with Steam Trap 


‘Humidifier Valve_. 


Steam Inlet Valve 


Humidifier Pipe 


Fic. 60.— TWEEN DECK TYPE THERMOTANK EXHAUSTING AIR. 


ever, in a previous section, the ventilating air current increases 
very rapidly with the speed, because the volume of air is in- 
creased with the speed, and the pressure driving the air is 
also increased. It is necessary, therefore, that any regulating 
apparatus should be arranged very finely, so that the changes 
in the strength of the ventilating air current can be made very 
small indeed, and the changes in the atmosphere of the rooms 
under control made very gradually. 

It is claimed by the Thermotank Company that its system is 
very much more efficient than any system of steam-pipe 
radiation, with exhaust ventilation, and as a proof of this claim 
are given the curves shown in Fig. 61, in which the time oc- 
cupied in heating up the air of two Russian ships, one by steam 
and the other by thermotank, is given. In the figure, the time 


Supplying Fresh Air with Thermo Tank. 


KOSTROMA 


rature 
enheit. 


2a 
Bm 
201g { _l 
Sb L 
lrg 
as Open Steam Pipe Radiation with Exhaust Ventilation T. S. S. MOSKVA! 


Time in Hours. 3 4 5 


We RR 2 
FIG. 61.—THERMOTANK HEATING COMPARED WITH OPEN STEAM PIPES. 


in hours is plotted on the base line, as abscissze, and the rise of 
temperature is measured by the vertical distances above the 
base line, as ordinates. 

As will be seen, with the thermotank, heating commenced 
immediately. In a quarter of an hour the temperature had 
risen about Ir degrees F.; in half an hour it had risen 17 
degrees F.; in one hour 22% degrees F.; and it continued to 
rise up to 32% degrees F. at the end of four hours. With the 
steam-pipe heating, the temperature rises only about 1 de- 
gree in a quarter of an hour; 2 degrees in half an hour; 
5 degrees in one hour and two-thirds on the lower deck, and 


JUNE, 1908. 


a little over two hours on the main deck; the total rise in 
five hours being only 9 degrees on the lower deck, and about 
8 degrees on the main deck. 

These results are very striking, but though every credit 
should be given to the Thermotank Company for the way in 
which the apparatus has been worked out, the test in ques- 
tion by no means shows that an equal result might not have 
been obtained by the aid of steam, or by electricity, if the 
steam or electrical heating apparatus had been as suitably and 
carefully arranged as the thermotank apparatus was. 

In these tests, the Kostroma was fitted with a thermotank 
supplying fresh air into a compartment of 14,803 cubic feet in 
extent. The heating surface was 208 square feet. There were 
246 persons in the compartment, the air of which was changed 
6.9 times per hour. There were 7 cubic feet of air supplied 
per person per minute. 


FIG. 62.—TOP-SUCTION DECK-TYPE THERMOTANK FOR FIRST CLASS 
ACCOMMODATION ON LUSITANIA, 


The Moskva had open steam pipe radiation, with exhaust 
ventilation. On the main deck, the compartment inf question 
had a volume of 20,309 cubic feet, contained 262 persons, and 
was fitted with 202 square feet of heating surface. The air 
was changed seven times per hour, thus giving each person 9 
cubic feet of fresh air per minute. On the lower deck, a 
compartment of 20,930 cubic feet was heated by a surface of 
IOI square feet. There were 284 persons, supplied each with 
11 cubic feet of air per minute, the air being changed eight and 
three-quarter times per hour. 


THE APPLICATION OF THE THERMOTANK TO THE STEAMSHIP 
LUSITANIA. 


It will perhaps be interesting to describe the application of 
the thermotank system to one of the latest of the large ocean 
liners. The whole of the ‘heating and ventilating of the Lusi- 
tania and Mauretania is practically carried out by thermotanks. 
These are arranged, a large number of them on the boat deck; 
and a small portion between decks. _They deliver through 
ducts leading to all the spaces to be warmed and ventilated, 
and through louvre valves into each compartment, the valves 
being fixed near the ceiling. The warmed air passes in at the 
higher level, and is carried out by means of other valves 
near the deck, into the alleyways, ete., from which it is car- 
ried off to the atmosphere. In warm weather, when cooling 


International Marine Engineering 


243 


FIG. 63.—BOTTOM-SUCTION DECK-TYPE THERMOTANK FOR FIRST 
CLASS ACCOMMODATION ON LUSITANIA, 


is required, the direction of the air current is reversed by 
altering the arrangement of the valves in the thermotank ap- 
paratus, as explained, and the air is exhausted from the dif- 
ferent compartments through the louvre valves, into the ducts, 
and thence through the thermotanks to the atmosphere. 

That portion of the ship allotted to first class passengers 
has twenty-four thermotanks, principally fixed on the boat 
deck, around the funnels, and they draw air principally from 
gratings opening on to the promenade deck shelter, so as to 
avoid drawing in air that is exhausting from the galleys, etc., 
on to the boat deck. When the thermotanks are exhausting, 
the air, of course, passes away, and the question of the odors 
from galleys, etc., does not arise. It appears to the writer that 
a certain amount of the injector action that has been men- 
tioned will take place in the thermotank apparatus, when it: is 
being used to exhaust, though the action will be reduced’ by 
the special arrangement of the protecting cowl shown. 


FIG, 64,—BOTTOM-SUCTION DECK-TYPE THERMOTANK FOR SECOND 
CLASS ACCOMMODATION ON LUSITANIA. 


International Marine Engineering 


JUNE, 1908. 


The space devoted to second class passengers has nine ther- 
motanks; the third class, eleven thermotanks; and the officers 
and crew, five; the thermotanks being arranged on the tops 
of deck houses and where convenient. Those in the fore end 
of the ship are placed between decks, and fresh air is ob- 
tained for them from the upper deck abaft the navigating 
bridge, so that, it is claimed, a supply of fresh air is ob- 
tained in the worst weather without the exposure of cowl 
heads, etc., in the forward part of the ship. 

The thermotanks are stated to be capable of changing the 
air in the different compartments up to eight times per hour, 
and of maintaining a temperature of 65 degrees F. in the 
coldest weather. The system of thermotanks is inner-connected, 
so that in case of the breakdown of any individual apparatus 
a supply can be obtained from one of the others. 

The arrangement of inter-connection appears to the writer 
to be a very good one, though it necessarily somewhat compli- 
cates the apparatus. The large number of thermotanks that it 


ee 
SS 
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" 


FIG. 65.— TWEEN DECK TYPE THERMOTANK FOR THIRD-CLASS 
ACCOMMODATION ON LUSITANIA. 


is necessary to employ (forty-nine in all) is also a matter for 
consideration, as it takes up a great deal of space on the boat 
deck and elsewhere ,and it adds to the apparatus to look after. 
On the other hand, the engineering staff of a large liner is 
thoroughly qualified to look after the apparatus, and, in fact. 
their labors, with ordinary care, should not be greatly in- 
creased by the employment of the apparatus. 

In the Lusitania, in addition to the thermotanks, twelve 
powerful exhaust fans are connected by trunks to all the 
galleys, pantries, bathrooms, lavatories, etc., the fans being 
of sufficient capacity to change the air at least fifteen times 
an hour. The holds and other compartments, forward and aft, 
are also mechanically ventilated, so that the provision men- 
tioned above of the air from the compartments finding its way 
to the alleyways, etc., and thence to the atmosphere, is easily 
arranged, and the whole system of ventilation and of heating 


and cooling the different compartments of the ship appears to 
be exceedingly well provided for. 

One serious objection arises from the fact that it has been 
necessary frequently to supply both inside and outside state- 
rooms from the same thermotank. The heat generated in the 
interior of these ships by the immense boiler plants, and dissi- 
pated and radiated, to a large degree, by both the main tur- 
bines and the numerous auxiliary engines, keeps the inside of 
the ship at a relatively high temperature; with the result that 
of two rooms, side by side, one being against the side of the 
ship and the other inside, there will be, particularly in winter 
weather, a difference of temperature amounting in some cases 
to as much as 10 degrees F., and occasionally much more. If, 
now, the same heat be supplied to each, the inner room will 
become insufferably hot before the outer gets comfortable. In 
such a case as this some auxiliary method of regulation be- 
comes well-nigh imperative; and it is reported that this will be 
supplied by fitting small electric heaters to the outside rooms, 
and allowing these to make up any difference necessary be- 
tween a comfortable temperature in the inside rooms and the 
corresponding temperature in those next the skin of the ship. 
Automatic regulation of these heaters should be provided, so 
as to minimize the consumption of current and conduce to the 
largest comfort of the passenger. 

(To be Continued.) 


A CLYDE-BUILT TURBINE YACHT FOR AMERICA. 


BY BENJAMIN TAYLOR. 


The steam yacht Vanadis has been built for C. K. G. Bil- 
lings, of the New York Yacht Club, from the designs of Tams, 
Lemoine & Crane, of New York, by A. & J. Inglis, Glasgow. 
She will be one of the most prominent additions to the 
yachting fleet of America in 1908, and she is the first yacht of 
large size to be constructed abroad from American designs 
for American owners. She was launched Jan. 23, 1908. 

Her dimensions are: Length over all, 277 feet 6 inches; 
length on waterline, 232 feet 7 inches; beam, 32 feet 7 inches, 
and depth, 19 feet 1 inch. With a draft of 14 feet the dis- 
placement is about 1,350 tons. The Thames yacht measure- 
ment is 1,230 tons, and the gross register tonnage about 1,075. 
She is about the same size as Mr. Vanderbilt’s steam yacht 
Warrior, designed by G. L. Watson & Company, of Glasgow; 
but, with practically the same boiler power, the Vanadis has 
turbines, while the Warrior has reciprocating engines. 

The Vanadis is built of steel throughout. She has eight 
watertight bulkheads and a double bottom, and will be prac- 
ticably unsinkable in case of collision. She is classed 100 Ar 
at Lloyd’s under special survey. Her bunkers hold sufficient 
coal to enable her to cross the Atlantic from Southampton to 
New York at a reasonable speed; at normal (trial) displace- 
ment she carries 135 tons. Her cold storage rooms will hold 
sufficient fresh provisions to -feed all hands during three 
months. She is designed for general cruising, the designed 
speed being 15% knots. 

The vessel is high-sided, and has a long steel deck house 
amidships on the main deck, with shade deck extending the 
whole length of the house, and a topgallant forecastle. She 
is schooner rigged, with two pole masts and a large smoke- 
stack. To minimize rolling, narrow bilge keels are fitted over 
a portion of the length. 

The owner’s and guests’ quarters are both forward and aft 
of the machinery space; the servants’ and stewards’ quarters 
are in the extreme afterpart of the vessel, and the officers and 
crew are forward. There is a servants’ portion, with its own 
messroom, for the servants of the owner and guests. The 
owner’s private rooms are at the after end of the main deck- 
house. They consist of a suite of two large bedrooms (12 by 


‘June, 1908. 


International Marine Engineering 


245 


VIEW FROM THE STARBOARD BOW, SHOWING 


14% feet, and 13 by 13% feet) and two large bathrooms, with 
commodious wardrobe closets. The guests’ quarters consist 
of eight staterooms and six bathrooms, arranged in suites. 

In the deckhouse, forward of the owner’s quarters, is a large 
vestibule, finished in English oak, and forward of this is a 
drawing room in white enamel (14 by 18% feet), with an open 
fireplace at one end. From the drawing room a passage leads 
forward to a large dining room in oak, 22 feet long by 18 feet 
wide. In the deckhouse, between the dining room and draw- 
ing room, are the crew’s galley, captain’s stateroom, owner’s 
galley and a large pantry. From this passageway a stairway 
leads to a large smoking room (11% by 16 feet) on the shade 
deck, and a chart room just aft of the smoking room. 

Ventilation has been carefully considered. In addition to a 
skylight for each room and port lights there is a forced system 
of ventilation which delivers air through ducts by means of a 


THE GREAT OVERHANG OF THE CLIPPER STEM, 


blower of sufficient capacity to change all the air in the vessel 
every ten minutes. She is heated throughout by steam. 

The Vanadis has a shade deck amidships, and a raised fore- 
castle, in which are quartered some of the officers, and where 
also are commodious store rooms. An electric elevator runs 
from the pantry to the store rooms. Provision has been made 
for carrying a large motor car on the forward deck, with 
arrangements for lifting the machine from the shore on to the 
boat. 

The propelling machinery consists of three Parsons turbines 
of a combined capacity of 3,000 horsepower, driving three 
bronze propellers. Steam is supplied from two single-ended 
Scotch boilers, 16 feet in diameter and 11 feet 9 inches long. 
Each boiler has four Morison suspension furnaces. The steam 
pressure is 155 pounds per square inch. Forced draft is pro- 
vided for by two 25-inch Sirocco fans, direct connected to 


STERN VIEW OF THE NEW TURBINE-PROPELLED STEAM YACHT VANADIS, BEFORE LAUNCHING. 0 


JUNE, 1908. 


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International Marine Engineering 


247 


electric motors, each operating at 825 revolutions per minute. 

The design has been of attaining all possible economy at 
low speeds—the weak point of former turbine yachts having 
been the excessive coal consumption at the lower speeds. In 
carrying out this design the builders have had to use longer 
turbines than have been before built for such a low power. 
These turbines are arranged in the usual method—a_high- 
pressure turbine on the center shaft and two low-pressure 
turbines on the wing shafts, each turbine driving its individual 
propeller. The wing shafts carry reversing turbines, which are 
capable of developing 60 percent of the full power. The 
engineers and firemen are quartered in the space directly ad- 
joining the engine and boiler room. 

There are two surface condensers. Included in the auxili- 
aries are two Edwards air pumps, two centrifugal circulating 
pumps, two vertical simplex feed pumps, and two General 
Electric generators. The latter are of 15 and 25 kilowatts 
capacity, respectively, one being (Curtis) turbine-driven. 

The Vanadis carries six boats. Two 35-foot motor launches 
for the owner are driven each by a 75-horsepower Simplex 
engine. One of the launches is commodious and has a speed 
of 12 knots; the other is narrower, and has a speed of 22 
miles. There is a crew’s launch, 26 feet long, driven by a 
naphtha engine, and there are two 26-foot lifeboats and a 
16-foot dinghy. 


charter had expired the new yacht was under way. The 
Honor was taken as a basis, and to outward appearance the 
new vessel has a strong resemblance to her, but she is larger, 
and there are many points in which she shows a decided im- 
provement. 

The Liberty is schooner-rigged, with two pole masts and 
large smokestack, clipper bow with scroll head, and an 
elliptical stern. She is practically a three-deck vessel, though 
there is a short break at the foremast. This, however, is 
scarcely noticeable to a casual observer. On the top deck 
she has a long, unbroken range of steel deckhouses amidships, 
with chart room and flying double bridge above. 

The accommodation has been carried out to her owner’s 
ideas, and in this respect is something quite different from 
other pleasure vessels of her size. The part of the yacht for- 
ward of the machinery space is entirely devoted to the owner’s 
private quarters and the store rooms; all the guests’ rooms 
and the servants, officers and crew being aft. This insures 


entire privacy, in addition to which all the bulkheads have 
been specially “deafened” to eliminate noises from the engines, 
etc. To get forward, when necessary, the crew need not come 
on deck at all, for a special passageway has been arranged 
on the port side of the lower deck, leading from their quarters 
aft to the store rooms, ete., forward, and by a stairway they 
get to the forecastle deck. 


\ THE NEW STEAM YACHT LIBERTY BEING FITTED OUT IN THE LEITH DOCKS, ALONGSIDE SEVERAL SAILING VESSELS. 


THE TWIN SCREW STEAM YACHT LIBERTY. 


BY BENJAMIN TAYLOR. 


This fine steam yacht of 1,580 tons, Thames yacht measure- 
ment, has been built by Ramage & Ferguson, Ltd., Leith, for 
Joseph Pulitzer, of the New York World, from designs by 
J. R. Barnett, of G. L. Watson & Co., Glasgow. She was 
launched December 5 last, and is already in service in the 
Mediterranean. Mr. Pulitzer last year chartered Baron De 
Forest’s 1,000-ton steam yacht Honor, which was also built at 
Leith from Messrs. Watson’s designs, and so well was he 
pleased with that vessel that he commissioned the same de- 
signers and builders to do the work for him; and before his 


In the range of deckhouses on the upper deck, commencing 
forward is the owner’s library and study (15 by 17 feet), with 
lavatory and private vestibule adjoining; then there is the 
dining room, a very large apartment (16% by 23 feet), in oak, 
from which an oak corridor runs aft on the starboard side to 
the drawing room (14 by 17 feet) aft of the machinery. On 
the port side there is a passage leading from the dining room 
to the main pantry, which is placed between the engine and 
boiler casings. The drawing room is finished in white, with 
panels of silk on the walls. A smoking room (12 by 14 feet) 
in darker oak is placed aft of the drawing room, and at the 
after end of this room there are double doors, which can be 
thrown open to a fine deck shelter, forming the after end of 


248 International 


Marine Engineering 


June, 1908. 


the deckhouses. All these rooms have been specially designed 
by Murray, of London, and executed by Wylie & Lochhead, 
Ltd., Glasgow. By substituting for the ordinary lean-to sky- 
lights rectangular lights in the lower panels of the house 
(communicating by trunks to the rooms below), it has been 
possible to secure an unbroken promenade of over 8 feet in 
width between the house and the ship’s side. These trunks 
are so arranged as to be covered by the furniture in the deck- 
house. | 

On the main deck, the owner’s rooms are forward. These 
are reached by a stairway from his private vestibule in the 
deckhouse. There is a large bed room (16 by 22 feet), and 
also a sitting room (12 by 21 feet), which may be used as a 
breakfast room, a bath room, etc. The windows of these 
rooms look out over the break deck, the side walls being kept 
in from the side of the vessel a few feet, though the deck 
above extends out to the side. This affords protection while 
giving ample light and air. The headroom everywhere is 
exceptional. Below these rooms on the lower deck there is 
another very large room, bath room, clothes room, etc., and 
forward of these is a gymnasium, fitted up with the best 
apparatus for getting exercise at sea. This gymnasium is a 
large room, and has great height (11 feet), extending right up 
from the lower deck to the break deck, with large skylight on 
top. There is a spray bath attached. A passageway on the 
lower deck, starboard side, allows the guests to enter the 
gymnasium. The part of the vessel forward of the gymnasium 
is occupied by the chain lockers, store rooms, a hospital with 
lavatory attached, lamp room and other offices. 

On the main deck, on the starboard side of the engine and 
boiler casings, are five guests’ rooms and a bath room. These 
are intended for bachelors. Aft of the casings there are six 
fine large staterooms, the smallest 10 by 11%. feet, and the 
largest 13 by 13% feet, with two bath rooms and a boudoir. 
All these cabins are well lighted and ventilated. On the port 
side of the casings are servants’ rooms, with a large sitting and 
mess room, cold larder, scullery, etc., and also the captain’s 
room. The main galley is placed between the casings under 
the pantry. 

The crew’s quarters are all aft, occupying the whole of the 
lower deck aft of the machinery and that part of the main 
deck which is aft of the guests’ quarters. There is a large open 
space on the main deck for the use of the crew, which may 
at will be closed by watertight shutters. Aft of this are the 
crew’s galley, wash rooms, bath rooms, etc. On the lower 
deck, the extreme after end is occupied by the firemen. For- 
ward of this the seamen are berthed on the port side, and the 
officers on the starboard side. In the holds are ample store 
rooms, those forward being reached by a trunk hatch from 
deck, as well as by an internal stairway for the steward. The 
cold rooms for owner and crew are very ample, a powerful 
refrigerating plant being installed. 

The machinery consists of two triple expansion engines, with 
cylinders 16, 26 and 42 inches in diameter by 24 inches stroke. 
The propellers are of bronze, and are of different pitch, so as 
to reduce vibration to a minimum. There are two cylindrical 
return tube boilers of the Scotch type. These are of different 
sizes—the large one being ample to supply steam for cruising 
speeds—the small one suitable for use in port and for short 
runs at moderate speed. While there is no extravagance, all 
the latest improvements in auxiliary and deck machinery have 
been adopted. 

There are two large independent electric light engines; a 
storage battery; a steam windlass on the forecastle deck, and 
a powerful steam capstan forward of this. The anchors are 
stockless, stowing in the hawse-pipes. Underneath, on the 
main deck, is an electric capstan for working a kedge anchor, 
and there are separate hawse-pipes for this purpose. Aft, on 
the main deck, is the steam steering’ engine, controlled from 


the flying bridge, and there is hand gear on the upper deck, 
immediately above the steering gear. On the upper deck right 
aft is a steam warping capstan. In the casings amidships is 
an electrically-driven boat-hoisting engine, with capstan heads 
on each side, so that all boats may be easily and rapidly 
handled. The vessel is heated throughout by hot water. 

The Liberty carries four rowing boats and two steam 
launches, all berthed on skids above the upper deck, almost 
like a boat deck. From here the sails for steadying her in a 
seaway are worked, so that the upper deck is left quite free 
as a promenade. She is navigated from a flying bridge located 
above the chart room, which is situated on top of the deck- 
house, just forward of the funnel. 

The two steam launches were built by Simpson, Strickland 
& Company, Dartmouth. The larger of the two boats is 32 
feet long by 6 feet 6 inches beam, and is built of specially se- 
lected mahogany with waterways and coamings. There is a 
small well forward, then comes the engine space, and imme- 
diately aft of this is a steering-well, so that the coxswain is 
not among the passengers, and yet within easy call. The 
seating arrangement in the after well is on a somewhat novel 
plan. The forward thwart is as usual, but the after thwart is 
specially wide, and carried right out to the sides of the boat, 
and is not joined by the fore-and-aft benches, so that there is 
ample and comfortable room for the knees of the passengers 
using it. At a distance of some 2 feet from this thwart are 
folding side benches on each side, giving plenty of room for 
all, while more passengers can sit facing forward than is pos- 
sible with the ordinary arrangement. Folding hoods are fitted 
to both fore and after wells. The machinery consists of a 
triple-expansion engine, with cylinders 3, 434 and 7 inches in 
diameter, by 5%4-inch stroke, working at a pressure of 175 
pounds per square inch, and giving about 20 indicated horse- 
power. The speed of this boat on the official trial was found 
to be 8.67 knots—more than half a knot in excess of the con- 
tract. 

The smaller boat is 26 feet long by 5 feet 8 inches beam, and 
is of the same general design and construction, but the ma- 
chinery is interesting, as being a good example of the suc- 
cessful use of oil fuel on the Lune Valley Engineering Com- 
pany’s system. ‘The engine, a Kingdon tandem quadruple, 
having cylinders 2%, 3%, 414 and 6 inches diameter, with 3%- 
inch stroke, and working at 175 pounds pressure, gives about 
10 horsepower. The boiler is a Lune Valley watertube type, 
using paraffin (kerosene) as fuel. This was found to give 
ample steam; in fact, throughout the official trials the regu- 
lator for the burner had to be slightly closed down, and this 
was found to give perfect control over the pressure. The 
speed obtained on trial was just over eight knots—more than 
a knot in excess of the contract. 

On Jan. 31 the Liberty went out on her first steam trials 
in weather anything but pleasant. There was a stiff north- 
westerly wind blowing all day, approaching a gale in strength, 
and this afforded an excellent opportunity for testing her 
behavior at sea. She proved herself an excellent seaboat, easy 
and comfortable in motion, and the impression formed from 
an inspection of the vessel before she was launched was con- 
firmed, in that she will also be a dry boat. 

On the measured mile at Gullane, where there was a con- 
siderable sea, she had a few progressive runs, and a mean 
speed of 15% knots was easily obtained. The boilers gave 
ample steam, so there was no difficulty in maintaining this 
speed, which is considerably over the contract guarantee. A 
five-hours’ continuous run was then undertaken at a cruising 
speed of 12 knots, during which run the auxiliary machinery 
was put through exhaustive tests, with successful results. 
During the whole day the machinery gave excellent satisfac- 
tion, without any hitch, notwithstanding the fact that this was 
the first run it had had. One remarkable feature of the day’s 


JUNE, 1908. International Marine Engineering 249 


THE DINING SALOON*ON THE LIBERTY. : 
By courtesy The Yachting and Boating Monthly. 


trials was an almost total absence of vibration, even at the 
highest speed. 

The yacht has been specially designed for ocean cruising, 
and promises to be particularly well adapted for that purpose. 
She has very large bunkers, so that she can carry sufficient 
coal to allow her to cross the Atlantic and back again without’ 
coaling. For the same reason she has very large storage tanks 
for fresh water, besides having evaporating and distilling 
apparatus. In several features the designer has had to study 
utility as the chief object. She has a relatively flat bottom and 
moderately full ends, quite in contrast to the peg-top sections 
and hollew ends of earlier yachts. Her length on the water- 
line is 250 feet, with a beam of 35 feet 6 inches. She is about 
300 feet long, over all. 


se and 


Chart! House : 


The Twin=Screw Steam Yacht lolanda. 


The steam yacht Jolanda, of about 2,000 tons yacht measure- 
ment, was built for Commodore Morton F. Plant, of New 
York, by Ramage & Ferguson, Leith, from designs by Cox & 


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GENERAL ARRANGEMENT OF THE MAIN AND BERTH DECKS OF THE TWIN- SCREW YACHT LIBERTY, BUILT BY RAMAGE & FERGUSON, LIMITED. 


ONE OF THE UPTAKES FOR THE IOLANDA. 


King, London, and under their superintendence. She is the 
second largest privately-owned yacht in the world. Her prin- 
s cipal dimensions are: Length over all, about 305 feet; beam, 
37 feet 6 inches; depth, 23 feet; length on the waterline, 258 
feet; draft, 16 feet 6 inches. She was launched March 4, 1908. 
She is built of steel and is schooner rigged. 

The twin-screw machinery is of the triple-expansion four- 
crank type, of about 3,500 collective indicated horsepower. 
One of the features is that her boilers are partly cylindical 
marine return tubular and partly watertube. This combination, 
the first installed in any yacht, affords the special advantage 


250 


1 “ 
diac 


International Marine Engineering 


JUNE, 1908. 


cy 


TOs, WAR AVA PAPAUA RIA 
[BALET RATT AS 


THE NEW STEAM YACHT IOLANDA, JUST AFTER BEING LAUNCHED BY RAMAGE & FERGUSON. 


of enabling steam to be raised and the vessel got under way 
at practically a moment’s notice. It also provides additional 
speed at short notice when required, while the bunker capacity 
of some 550 tons gives the yacht a very extensive ocean-steam- 
ing radius. 

There are two inverted direct-acting surface condensing 
engines, each set having four cylinders, 19, 31, 35 and 35 
inches in diameter and 27 inches stroke. The two cylindrical 
boilers are 17 feet in diameter by 11 feet long, with 321 square 
feet of grate area and 9,084 square feet heating surface, the 
ratio being 28.3 to 1. The two watertube boilers were built by 
the Babcock & Wilcox Company. The one funnel is elliptical 
in section, with a major axis of 15 feet, and is 55 feet high. 

The outfit includes motor and steam launches, quick-firing 
guns, an elaborate system of electric lighting (the largest ever 


installed in a private yacht), and an installation of wireless 
telegraphy. The heating system throughout the yacht is by 
steam. The refrigerating plant, with cold chambers, ete., has 
been carefully planned, and has large storage capacity, in- 
cluding fish stores, dairy, etc. A spacious laundry is fitted 
up on the orlop deck, the laundry machinery being worked 
by electric motors. A comprehensive system of ventilation 
is installed, thirty motor-driven centrifugal fans being em- 
ployed in this service. The electric plant includes three 30- 
kilowatt generators. The yacht is to be fitted with the Sub- 
marine Signal Company’s apparatus, which is invaluable in 
fogs and greatly facilitates navigation. All underline closets 
are worked by George Jennings’ special air-pressure system. 

The accommodation for owner and guests comprises. draw- 
ing and dining rooms, library, smoking room and other saloons, 


THE FOUR-CYLINDER TRIPLE-EXPANSION PROPELLING ENGINE OF THE STEAM YACHT IOLANDA. 


JUNE, 1908. 


owner's state rooms and many guests’ rooms, bath rooms, etc., 
handsomely fitted throughout. The general style of decoration 
is Queen Anne and early Georgian. The officers’, servants’ 
and crew’s quarters are also very spacious, and arranged to 
accommodate. about eighty persons. 

The beautiful hardwoods are a special feature. The smok- 
ing room is paneled and framed with Genoa walnut, dull 
polished with egg:shell gloss. The framework and panels of 
the drawing room are in Honduras mahogany, flatted white, 
while the fitments are of West India satinwood, with panels 
of East India satinwood. The entrance hall and dining room, 
which are en suite, are treated in three different species of oak. 
The owner’s private sitting room is paneled with beautiful pale 
green tapestry, and the framework, moldings, fitments and 
panels of fitments are in hardwood veneers. In the various 


International Marine Engineering 


251 


In steamers over 400 feet long, steering gears working with 
chains are not so frequently fitted, as the upkeep of the chains 
is considerable, and the risk of a breakdown is multiplied by 
the number of links in the chain. Large cargo steamers, and 
almost all passenger steamers, are therefore fitted with some 
form of steering gear which acts directly-on the quadrant or 
tiller. Three of these types are illustrated in Figs. 2, 3 
and 4. ; 

Fig. 2 shows a steam steering engine acting directly on a 
screw which is connected to the rudder-stock through a cross- 
head. This form of gear is very suitable for yachts, as it 
is practically silent in its action. It has the defect of being 
rigid, and as the rudder is apt to receive severe shocks in 
heavy weather, it has been found of great advantage to in- 
troduce some form of spring which will absorb these shocks. 


FIG. 1.—THE MCFARLANE GRAY STEAM STEERING GEAR. 


other cabins are some beautiful examples of Italian walnut, 
light oak, curly oak, pollard oak, dark oak, linden, patapsco, 
East and West India satinwood, hardwood and sycamore. 

The electric light fittings are from very chaste designs, spe- 
cially prepared, and they are finished in dull gold, old brass 
and oxidized silver, respectively, and all the door furnishings, 
electric light switches, bell pushes, etc., are in metal, also to 
special designs, and finished to be en suite with the various 
electric light fittings. The windows of the principal saloons 
have sliding shutters, glazed with antique Venetian and 
muffled white glass, while the doors and over-doors of the 
state rooms are glazed with specially prepared designs in 
cloisonné glass. 


NOTES ON STEERING GEAR. 

The first successful steam steering gear was invented by 
McFarlane Gray in 1866, and the form of gear he patented is 
still fitted in almost all cargo steamers of moderate size. This 
gear is illustrated in Fig. 1. Steering chains are led to this 
engine from a quadrant or tiller fixed on the rudder-stock. 
The first cost of this form of steering gear is low, and as this 
factor bulks largely in ordinary cargo steamers, it is gen- 
erally fitted in them. 


Fig. 3 shows a design of the “Wilson-Pirrie” gear. In this 
gear a tiller is keyed to the rudder-stock, and it is connected 
by means of springs to a quadrant, which is free to move on 
the stock. Any shocks which the rudder receives must be 
transmitted through the springs before they reach the gearing. 
The steering engine is fitted with a pinion wheel, which en- 
gages with a toothed rack on the face of the quadrant. 

Fig. 4 shows an alternative form of steering engine, which 
acts entirely through spur gearing instead of through a worm 
and wheel, as in the case of the engine shown in Fig. 3. 
A further advantage of the steering gear shown in Figs. 3 
and 4 over the form shown in Fig. 2 is that, even if the gear 
should get out of proper alinement, due to movements in the 
structure of the trouble will be caused, 
whereas when a gear, such as is shown in Fig. 2, gets out of 


vessel, no serious 
line, the stresses on the driving pins of the rudder crosshead 
become very great, and the pins are apt to be broken. 

A considerable leakage of steam takes place in steam steer- 
ing gears when they are at rest, and in order to overcome this 
several have 
“patent economic” stop valve used by John Hastie & Com- 
pany, Ltd., Greenock. ‘The leakage of the steam is due, not 
so much to a badly fitting controlling valve, as to the fact that 


devices been employed. Fig. 5 shows the 


this valve does not close when the engine returns it to its 


i) 
on 
bo 


FIG. 2.—SILENT TYPE OF 


normal position. It will be readily seen that, when the valve 
nears the central position, it gradually cuts off the steam 
supply to the engine, and as the engine is operating the clos- 
ing mechanism, it ceases to work when the steam supply is 
reduced to a certain point. The result of this is that the con- 
trol valve remains open, and a blow through takes place. 

The “economic” valve chest contains a valve A having the 
usual guide on the under side. Above the valve is a piston C 
of greater area than the valve, and having a small hole in it 
to allow the steam to pass to its top side and cause the piston to 
be in equilibrium. A passage D leads from the space on the 
upper side of the piston to a chest E containing a little slide 
valve / working over a single port. This slide valve moves 
in unison with the control-valve spindle of the steering en- 
gine, and opens the port, whichever way the control-valve 
spindle is moved. 

The action of the valve is as follows: When the quarter- 
master on the bridge opens controlling valve G, simultaneously 


International Marine Engineering 


JUNE, 1908. 


STEAM STEERING GEAR. . 


the links H/, fixed to control-valve spindle, move, through the 
links J J and rod K, the slide valve F, which, uncovering the 
port L, allows the steam on upper side of piston C to escape. 
This destroys the balance of the piston, and the boiler steam 
on under side pushes up the piston, and opens the valve 4, 
which allows steam to pass to-the engine. Whenever the 
hunting gear brings the control valve back approximately to 
the central position the slide valve closes; the steam passing 
through the small hole causes equal pressure on both sides of 
the piston, and the spring outside the cover causes the valve 
to shut quickly, thus absolutely preventing any passage of 
steam until the wheel is again actuated by the quartermaster. 

The steering engine built by Williamson Brothers’ Company, 
Philadelphia, differs from other makes, in that the worm on the 
crank shaft is in halves, and that its thrust is independent. 
Being in halves it permits taking up the wear, and allows a 
quiet running of the machine throughout its life. The inde- 
pendent thrust prevents putting any spreading force on the 


FIG. 3.—THE WILSON-PIRRIE GEAR, 


WITH SPRING-CUSHIONED QUADRANT. 


JUNE, 1908. International Marine Engineering 253 


FIG. 4.—HASTIE’S STEAM STEERING GEAR, OPERATING ENTIRELY WITH SPUR GEARING. 


housing, and subjects the crank shaft to only a torsional worm wheel, and enables the control of the rudder to be 
stress. maintained through the same wheel, which, under other 

These engines are designed to control the movement of the 
rudder by either steam or hand, the latter being fitted only as 
a precaution in case of accident. In this engine the turning 
of a wheel on the column shaft disconnects the drum from the 


1G. 5.—HASTIE’S PATENT ECONOMIC VALVE, 


1G. 6.—WILLIAMSON BROTHERS’ COMBINED STEAM AND HAND SCREW STEERING ENGINE OF THE WORM-GEAR TYPE. 


254 


International Marine Engineering 


JUNE, 1908.- 


FIG. 7.—WILLIAMSON BROTHERS’ STEAM AND HAND STEERING ENGINE OF THE SCREW-GEAR. TYPE. 


circumstances, operated the engine. The screw-gear type of 
this design is in use on very many battleships and cruisers in 
the United States navy. 

The main shaft is extended beyond the machine, and is 
coupled to a screw, half of which is threaded right-handed and 
half left-handed. Two nuts on this screw are bolted to 
sleeves, guided by shafts, one on either side. Through pins 
in the sleeves and the rudder head, connections are made by 
links. The rotation of the screw naturally causes opposite 
movements of the links and turns the rudder. 

To provide for any contingency which may cut off the steam 
supply, the screw may be operated by hand by disconnecting the 
clutch on the main shaft from the gear, the latter being a 
running fit. The two illustrations show such an engine, in 
one of which the rudder is entirely aft of the machine, while in 
the other the machine is located partly over and aft of the 
rudder. 

The operation of a steering engine from the pilothouse is 


accomplished in four ways. The engine may be directly under 


the pilothouse, and is then operated by the extension of the 
shaft in the column to the gear on the automatic shaft. Again, 
when the engine is in its usual position aft, it may be operated 
through shafting and miter gears, through a wire rope, or 
through a hydraulic telemotor. In the latter case, the move- 
ment of the steering wheel causes a movement of the liquid 
from the cylinder in the pilothouse to one close to the steering 
engine, the piston rod of which is extended to permit connec- 
tion with the automatic device for opening and closing the 
reverse valve. 

In the Forbes steering gear (Hoboken, N. J.) the designer 
has departed somewhat from the generally accepted design of 
steering engines. The simplicity of the returning mechanism 
of the distributing valve is one of its principal features, this 
control being obtained by a worm wheel, which meshes into 
the worm on the crank shaft, and this worm wheel is threaded. 
Another departure from common practice is the use of piston 
valves. The vertical type here shown is particularly well 
adapted for the engine room, where it can be made fast to the 


FIG. 8.—HORIZONTAL TYPE OF FORBES 


STEERING ENGINE, WITH DRUM FOR 


. 
WIRE ROPE LEADS TO RUDDER QUADRANT. 


JUNE, 1908. 


International Marine Engineering 


bdo 
On 
Sal 


W.D.FORBES & CO, 


HOBOKEN.NA, 


ENGINEERS 


FIG. 9.—FORBES STEERING ENGINE, VERTICAL TYPE. 


bulkhead; it would seem that the proper place for a steering 
engine would be where it can have the proper care of the 
engineer. The Forbes horizontal type of gear differs from the 


vertical type only in the cylinders being horizontal. The illus- 


tration shows a drum fitted with wire rope, but a sprocixet 
wheel system may be employed in place of the rope. 

A feature in the Forbes gear, which is not always fitted, bur 
which is certainly a very great advantage, is shown in the view 
of the horizontal gear. Here an oil tank leads to a cylinder 
and completely fills it on both sides of a piston, which in 
normal conditions is central. This piston is fitted to a rod 
which extends down through a stuffing-box, and is connected 
to a double-armed lever, the other arm being fitted to the con- 
trolling valve stem. The latter, on being turned by the trick 
wheel, either rises or falls, and in so doing actuates the lever. 
The oil in the cylinders is thus displaced, and forced through 
the various oil tubes to the bearings. In other words, this is 
an automatic system of oiling; and when the steering engine 
is placed aft, or in a difficult place to reach, this system is most 
satisfactory, and is a great oil saver. 

In most designs of steam steering gears there seems to have 
been a misunderstanding as to the work that these engines 
perform. Their bearings are made small, on the assumption 
that the work on them is very light, and that only occasionally 
are they run at full speed, and then for a very short period. 
While the short period idea is true, observation will show that 
steering engines are worked almost all the time. The Forbes 
bearings are unusually large, and the result has been most 
satisfactory. 

The steering columns hardly come under the heading of 
steering gear, although they are most important factors. One 
of the weak points of steering gears of to-day is the connection 
with the controlling column and the gear itself, which in most 
It is to be wondered 
that so few accidents occur from the parting of this insig- 
nificant connection between the brain which makes the ship’s 
course and the mechanism which controls it. 

A type of steering gear fitted for both hand and steam work, 
and so designed as to minimize the strains on the acting parts, 
has been developed by W. H. Harfield, London, and is illus- 
trated by two drawings. 


cases is nothing but a small wire rope. 


This gear is operated by means of an 
eccentric pinion and corresponding quadrant, the design being 
such as to provide increased power as the helm is put over, 


a 


a Tr 


HAND STEERING SHAFT 


nS 
ZZ SSS 
ae ES 


‘AM CONTROLLING SHAFT 


a 
im ea 
Fie ionaaioaniae : 


° 
FIG. 10.—GENERAL LAYOUT OE HARFIELD’S COMPENSATING STEAM AND HAND OPERATED STEERING GEAR. 


iW) 
ot 
Or’ 


with the double result that there is quicker motion where the 
loads are light (thereby enabling the ship to sooner begin 
turning) and slower motion with increased power as the loads 
become greater. The bending strength of cach of the teeth of 
the compensating rack, which is made of steel with machine- 
cut teeth, is above the torsional strength of the rudder head, 
and, as an extra precaution, there are never less than two teeth 
in gear with the pinion at the same time. 

Tests of this gear on a large steamer showed that the stress 
on the links to the rudder cross-head increased almost uni- 
formly with the angle of the rudder, from nothing at zero in- 
clination to 70 tons at 35 degrees inclination. The stress on 
the teeth of the worm wheel increased from nothing at zero 
inclination to 4.3 tons at 35 degrees. It might be mentioned, 


however, that between 15 and 35 degrees the stress on these 
teeth was never less than 4.3, nor more than 4.7 tons, while the 
stress on the links increased from 221% tons at 15 degrees to the 
The teeth on the pinion underwent 


maximum of 7O tons. 


FIG 11.—THE HARFIELD GEAR FITZ ED TO A TORPEDO BOAT DESTROYER. 


stresses increasing from 6.22 tons at 15 degrees to 14.58 tons at 
35 degrees. 

Another sketch shows the application of this gear to the 
British torpedo boat destroyers of the river, ocean and coastal 
classes. 


THE HYDRAULIC TELEMOTOR. 

In modern steamship practice the steam steering engine is 
often directly attached to the rudder-head, thus doing away 
with chains and wire ropes leading from the steering engine. 
amidships, to the rudder-head, as in the older method. , It is 
held that this arrangement obviates the danger of breaking 
these ropes and chains, as well as doing away with the ob- 
jectionable noise. The method of operation in many cases has 
been by a line of shafting running in a great number of bear- 
ings, with bevel wheels and Hooke’s joints where the shafting 
deviates from a straight line. With this method of operation, 
the steering wheel is very hard to work, as the friction of the 
gearing and shafting is considerable. 

By means of the hydraulic telemotor there is practically no 
friction on the line of communication between the steering 
wheel and the steering engine, even when passing around 


o 
=) 


International Marine Engineering 


JUNE, 1908. 


corners in order to avoid cabins, and under decks. The tele- 
motor, located on the bridge, is constructed of gun-metal, so as 
not to affect the compass, while the motor cylinder aft is of 
similar metal, and the pipes are of solid drawn copper, 34 inch 
to 4% inch in diameter, according to the length of the vessel. 

When the apparatus is fully charged with fluid, any move- 
ment of the steering wheel and its piston will cause a cor- 
responding movement in the piston aft, and therefore of the 
valve gear of the steering engine. In cold climates, 30 percent 
of refined glycerine is added to the fluid, which keeps the 
parts lubricated and resists frost to about zero Fahrenheit. A 
glycerometer and thermometer are provided with the tele- 
motor equipment, so that it is possible to test the actual pro- 
portion of glycerine in the fluid at any time. It is said that 
water containing refined glycerine to the extent of 50 percent is 
safe to work at 20 degrees below zero, and with 60 percent 
it remains a non-freezing fluid at 30 degrees below zero. 

This steam tiller and telemotor has been installed by Brown: 


Lo 
U/ 


eS 


= 


—_-_ 
NP pee 4S 


SSSSSSSSS SSS 


4S 
SS 


rf 
17.) 
as 
N S 
NRL 
Noses 


SSSSSSSSS 


OQ 
\ 
Se 


AA 


FIG. 12.—SECTION THROUGH HYDRAULIC TELEMOTOR. 


Brothers & Company, Ltd., Edinburgh, on the two new Cun- 
arders Lusitania and Mauretania, as well as on the turbine 
steamer Carmania, and the Carona, Lucania and other ocean 
steamers of this line operating with reciprocating engines. 
This device has also been installed on many of the battleships 
and cruisers of the British, German, Russian and Japanese 
navies. 


JUNE, 1908. 


International Marine Engineering 


297 


a 


The Steamship Texas. 

This oil-tank steamship was launched April 21 by the New- 
port News Shipbuilding & Drydock Company, Newport News, 
Va., for the Texas Company, New York, from plans and 
specifications prepared by Matteson & Drake, New York. She 
is of about 8,000 tons gross. Her main dimensions follow : 


Length, after side of stem to after part of 


geie Gee coomsecc cco cbs uen 410 feet 
Length, after side of stem to fore side of 

QISTMDORE cocoon cc0000s 000000 0DdeaOanE Roy 
NMoldedibeampeernrtcr on ceric a. sie Gers sa * 
Molded depth to spar deck............... a “ 
Migikled cepin t@ smaiin Geek, .ccsccaccascn 2 ~ Oiwneacs 
Shear fromperel oocovcs0000 00000080 0900006 Cele 
SHEEH ality seater a somal aracattets e 22S MTOM N es 


- The vessel is to be schooner rigged; will be fitted with two 
steel masts, staysails and trysails, and three cargo booms on 
foremast and two on mainmast for handling general cargo. 
The cargo oil capacity is of 47,500 barrels crude oil; or 56,000 
barrels (42 gallons) of refined oil, at a mean load draft of not 
over 24 feet. She is classed 1-3/3-L-I-Il, spar-deck type, Bu- 
reau Veritas, and built under special survey of that society. 
There are two cofferdams, one aft and one amidships. 

The deck machinery and outfit include one Chase Machine: 
Company (Cleveland) 18 by 20-inch towing machine for 21%4- 
inch diameter steel wire hawser; a 12 by 12-inch windlass, for- 
ward; 8 by 8-inch capstan, aft; four Chase Machine Company 
8 by 8-inch mooring engines; one Ford patent towing chock, 
besides the usual complement of bitts, chocks, etc., and steam 
steering gear. 


STERN OF THE TANK STEAMER TEXAS, JUST 


She is a spar-deck ee single-screw steamer, with ma- 
chinery in the after end. Two continuous decks run from 
.stem to stern, and there are a raised forecastle and bridge 
deck, and orlop deck in package freight hold. The hold is 
divided by oiltight and watertight transverse bulkheads, and 
an oiltight centerline bulkhead, into compartments for four- 
teen oil tanks, fuel-oil tanks, pump room, cargo hold forward, 
machinery space aft, and peak trimming tanks at ends. A 
continuous expansion trunk is provided between decks, with 
spare fuel tanks in wings. Double bottom is fitted under 
boiler and engine space for feed water and ballast. Space 
around the boilers is utilized for coal bunkers, and a cross- 
bunker provided forward of the boiler space. The steel bridge 
deck and bridge house accommodate the deck officers, with a 
wooden pilot house above. Officers’ mess room, galley and 
chief engineer’s and cooks’ rooms are located in steel deck-\ 
house aft. Seamen and firemen, assistant cooks, oilers, pump- 
man, store rooms, etc., are located between decks aft. 


BEFORE SHE WAS LAUNCHED AT NEWPORT NEWS. 


The main engine is a vertical inverted triple-expansion, box- 
guide type, surface condensing, with three cranks at angles of 
120 degrees. The cylinders are 27, 44 and 74 inches in diameter 
by 51 inches common stroke of piston. The engine is designed 
for maximum speed of 75 revolutions per minute. There are 
an independent condenser; main and auxiliary feed pumps, 
donkey pump, water service and sanitary pumps, fresh-water 
pump, circulating pump, bilge pumps, etc.; an auxiliary con- 
denser, evaporator, teed-water heater and steam heating and 
fire systems. 

Three single-ended Scotch return tubular boilers, 190 pounds 
pressure, 14 feet 3 inches inside diameter by Ir feet over 
heads furnish steam. Each boiler contains three Morison sus- 
pension corrugated furnaces, with heated forced-draft system, 
and is equipped with Rogers’ boiler purifiers, the furnaces 
equipped for burning either oil fuel or coal, interchangeably. 
There is a complete electric light outfit and a searchlight. The 
evaranteed sea speed, loaded, is 11 knots. 


NOTES ON THE FORM OF HIGH=SPEED SHIPS.* 
BY A. E. LONG, M. A. : 

The following notes upon some of the different forms which 
may be used for high-speed ships are intended mainly to pro- 
mote discussion upon a subject which is of interest to all 
designers, even if they have not had the fortune to be engaged 
in the design of such vessels themselves. In this connection 
it is also well to remember that the freak of to-day may 
As the subject 
in its entirety is much too large for a single paper, it will 


perhaps be the orthodox vessel of to-morrow. 


be well to commence by stating the limitations to the scope, 
The length and displacement are supposed to be already de- 
termined upon; also in a general way the curve of sectional 


International Marine Engineering 


JUNE, 1908. 


speeds with which we are dealing it is practically impossible to 
use it. The merits of the form, besides the value of the great 
experience which we have had in its use, are fairly obvious. 
First, it is a very easy seaboat, on account of the well balanced 
wedges of immersion and emersion, both in a longitudinal and 
a transverse direction. Secondly, the transverse sections being 
deep at the ends, and in practice generally sharp, there is an 
absence of the violent thumping shocks which occur under 
certain circumstances in some of the other forms. Thirdly, 
the wetted surface is small. 

The defects are: First, the longitudinal and transverse 
stability are relatively small; secondly, the change of trim 
when driven at speeds much beyond that economical for the 


FIG, 


areas; our inquiry is therefore limited to the study of the 
form into which the leading elements already fixed can be put. 
“High speed” is taken as high, relative to the length of the 
vessel—not merely absolute speed; thus, from this point of 
view, the Mauretania is a slow vessel, and small vessels of less 
than half her speed are very fast. The lower limit of speed 
fixed upon is 2 V L, and even this is much too low to bring 
out the true characteristics of some of the types. Elementary 
straight line figures of fixed length and displacement are 
herein used for a comparison of type, because the types are 
clearly differentiated, and overlapping is avoided. 

In actual practice it is sometimes difficult to classify a ship 
as belonging definitely to one type, for vessels are in nearly 
all cases—except, perhaps, racing motor boats—a compromise 
between speed and other necessary requirements. The vessel 
as built is rarely the designer’s ideal of a speed form, pure and 
simple, and is in many cases far from it. Sometimes we meet 
with a vessel whose designer has obviously set out with very 
definite ideas as to type, but in the course of his labors his 
heart has failed him, and relicts of older ideas appear, which 
are incongruous with the ideal, and really detrimental to it. 
In some of the compromises of type which are frequently met 
with, the designer has annexed much more of the defects of 
the two types that he has amalgamated than their virtues. 


il. 


length is so excessive as to be prohibitive. This change of 
trim, moreover, is more nearly what is ordinarily known as 
such, namely, an actual depression of the stern and elevation 
of the bow, than what occurs in some of the other types, where 
the change of trim relative to the horizon is very largely a 
lifting of the fore body and a reduction in the total displace- 
ment. In small vessels which are not intended to be always 
run at the maximum speed, it may be possible to correct this 
defect by fitting a movable fin at each side of the after end, 
set at a slight angle to the horizontal, so as to act as a hydro- 
plane. These fins might either be arranged to hinge up against 
the side when not in use, or could be fitted to slide in and out, 
after the manner of a sailing vessel’s centerboard. Some 
Canadian steam yachts are fitted with contrivances of this 
nature, known as squatboards, but they are placed horizontally 
and are fixtures. The effect is said to be very marked, but 
from a seagoing point of view such a structure, if fixed, could 
have no advantage over an ordinary flat form of hull. 

Type B.—In this type, which is practically that of: all mod- 
ern torpedo boats, destroyers, etc., we have the same fore- 
body as in A, but a horizontal wedge is substituted for the 
original vertical one for the after-body. The area of the water- 
line is increased 50 percent, and there is a corresponding in- 
crease in the stability, both longitudinal and transverse. The 


FIG. 


A secondary advantage of these simple figures is that we can 
deal with the forms in the abstract, without any troublesome 
inquiries as to whether this is, or is not, someone’s favorite 
design disguised. 

FIVE FORMS COMPARED. 

The five forms chosen, 4, B, C, D, E, are shown in Figs. 
I, 2, 3, 4, 5, and their leading elements are given in the table. 
For simplicity the forms are shown in quasi-perspective, and 
the part above water omitted. 

Type A.—This comes first on our list 
among others that it is practically the only type in use for 


for mMahy reasons, 


vessels of less speed than our limit, and is the only one recog- 
nized by many people as a speed form at all. Another claim 
is its great antiquity, as we see it in the beautiful form of the 
Viking ships dug up in recent times. Its intrinsic merits are 
also great, and it is much to be regretted that for the very high 


* Read before the Northeast Coast Institution of Engineers and Ship- 
builders, Feb. 21, 1908. 


2. 


wetted surface is 13 percent greater, but at high speeds it is 
probable that this is not really the case, owing to the vertical 
lift of the ship; the wave making aft is also so flat that there 
is less increase of surface there in contact with the water than 
in A under similar conditions. 

The advantages are: First, the great increase in longi- 
tudinal and transverse stability, the latter being in small single- 
screw vessels a matter of vital importance, owing to the great 
torque of the propeller. Secondly, great reduction in the 
change of trim, and the fact that it is more due to a lift of the 
whole body than to a tipping action, as in A. Thirdly, the 
angle of delivery is much reduced with the same volume of 
after-body. Fourthly, the area available for accommodation is 
greater, and aft is of a more suitable shape for arrangement 
than in A. 

The defects are: First, the wedges of immersion and 
emersion are badly balanced, and the necessary result is a 
somewhat uneasy twisting motion in a seaway. Secondly, the 


JUNE, 1908, 


International Marine Engineering 


259 


a 


flat form of the after-body is subject to more or less violent 
slamming in rough weather; in the extreme case where the 
sections are absolutely flat this may cause serious results, 
unless the structure is abnormally heavy. Thirdly, variations 
in draft may cause considerable differences in the resistance, 
apart from the actual addition or reduction of displacement, 
as this form of after-body is really designed for one draft only. 

Type C—We now come to a type which seemingly violates 


all experience acquired in the past, and to most people appears 


Some years ago, Mr. Yarrow made a series of very inter- 
esting experiments on full-sized models for international cup 
racers, and some of these results are available for the general 
good. Mr. Yarrow’s conclusion seems to have been that type 
C was the best, but he modified it by cutting off the corners 
of the fore end, giving a somewhat uncouth resemblance to the 
bow of an ordinary vessel. Looking at the lines of this vessel 
as given in Mr. Smith’s paper, read before the Institution of 
Naval Architects in 1906, and numerous photographs of her 


FIG. 8. 


to be quite new; indeed, in a paper read before the Institution 
of Naval Architects in 1906 it is clearly stated to be so. A 
little investigation of the work of the older writers on naval 
architecture shows that there is really nothing new in this 
form; it probably originated in prehistoric times from the 
skimming stone with which we have all been acquainted from 
our earliest youth. Chapman devotes part of a chapter to a 
discussion of the merits of two forms which are our 4 and C, 
and comes to the conclusion that C is excellent for smooth 
water speed, but impracticable for seagoing purposes. More 
than half a century later, Lord R. Montague, in a very inter- 
esting little treatise on naval architecture, follows on Chap- 
man’s lines, and comes to very much the same conclusion. 


— 


when running at full speed, some curious questions arise which 
are worth careful consideration. Roughly, about two-thirds 
of the forward wedge is in the air, where it is of no further 
use for speed, and, in fact, is detrimental, 
area for wind and waves to act upon. Mr. Yarrow has cut 
away about one-quarter of this. Query—Could he not have 
cut away a good deal more and utilized the length saved for 
elongating the after-body, as the total length was limited to 
4o feet? 

Mr. Yarrow’s experiments, and the actual performance of 


as it presents a large 


the vessel in a very moderate seaway, completely bear out 
Chapman’s conclusions, reached more than a century before, 
so that we have here another proof, if one were needed, of the 


To yacht designers the form is well known, but with them 
its speed virtues are quite masked by the facilities which it 
presents for evading a length on the waterline measurement. 
The form itself has great merits, also great defects, and is 
probably one of the most interesting forms in actual use. The 
advantages are: First, maximum stability, both in a trans- 
verse and longitudinal direction. This merit, of course, ap- 
pealed to Chapman even more than it does to us. Secondly, 
very fine angle for both entrance and delivery. Thirdly, maxi- 
mum room on the lower deck, and of a shape well adapted for 
arrangement of cabins, etc. 

The disadvantages are: First, great change of apparent 
trim; but this is quite different from the case of A, as it is 
chiefly a bodily lift of the vessel, not merely a tipping about 


great grasp of his subject which Chapman possessed. 

Type D—We have here another curious form which at first 
sight appears to be of very recent invention; but, as in the 
case of C, the origin is probably old. An instance of it in a 
fairly pronounced form is seen in the Northeast Coast coble. 
Yachtsmen have also been familiar with it for many years in 
the well-known “raking midship section;” in fact, this is the 
raking section carried to its logical conclusion. In this type in 
the table the breadth has been increased, also the draft at 
center; for, if the breadth had been retained, the draft required 
would have been too great. As shown in the table, the coeffici- 
ents also differ, the block being less and the prismatic more. 
The curve of sectional areas is a common parabola, being thus 
rather fuller than is generally found in ordinary forms. In 


the center, as in ordinary ships. Secondly, the slamming 
action in a seaway at both ends may be very violent, and a 
vessel of this: type will require to have scantlings much in 
excess of those calculated in the usual way. ‘Thirdly, the 
wetted surface, as will be seen in the table, is 26 percent 
larger than that of A, but.this is really of little importance 
for high speeds, as, owing to the bodily lift, the surface is 
actually considerably less than that given for the still-water 
condition. As regards the angles given, there is also in actual 
work a great difference from the “at rest” condition. For- 
ward, the angle will be greater, but a very large portion of the 
body there is above water; aft, the surface of the bottom will 
be nearly or quite horizontal, giving practically no angle, 
merely frictional resistance. 


practice the curve would probably be rather finer at the ends, 
as the fore foot would be somewhat rounded off, and the keel 
line right aft slightly hollowed, coupled 
ing off of the corners of the waterline. 
a further development of B, its merits 
the same in character, but accentuated. 
the fore end is too fine to be of much 
inconvenient in shape. 


with a possible round- 
As this type is really 
and defects are much 
As to accommodation, 
use, and the after end 
The wetted surface is not quite so 
large as that of C, but when running at high speeds it is 
probably larger, as this is a type not intended to lift much 
forward. The transverse and longitudinal stability are not 
satisfactory, considering the large increase of breadth. 

In a seaway, such a vessel would almost certainly be very 
wet and uncomfortable, and in some conditions dangerous. 


260 


The case of the coble, however, shows that, modified, a good 
sea boat may result, at least in small sizes; whether a large 
coble would be a desirable vessel is open to question. The 
great difficulty in docking a large craft having such a profile, 
unless she had considerable additions in the way of dead- 


9°5 FEET 
7-3 FEET 


International Marine Engineering 


CURVE OF IMMERSED PERIMETER 


JUNE, 1908. 


which may be taken as possible models for the ships of the 
future, when we can get the power to drive them. In practice, 
D seems to have rather the advantage over C in ordinary 
working conditions of weather. Under what may be called 
tank conditions, their respective merits are still very doubtful. 


7:4 FEET 


BR. 6 FT. BREADTH 


SOAVE OF DRAUGHT 14-5 FT. 


AREA OF IMMERSED SECTION = 6 Sa. FT. 


«1G. 6 


wood, etc., is obvious. The French motor boats of this type 
seem to behave fairly well in the rather mild type of sea in 
which they have recently been tried, being superior to the 
rival type C in this respect. 

Type E.—This is one of the forms of hydroplane which has 
been so much before the public in the last few years. Curi- 
ously enough, the sketch would do equally well as representing 
some of the most recent designs published, or the model sub- 
mitted to the Admiralty nearly forty years ago by the Rev. 
C. M. Ramus, so that there does not seem to have been much 
progress made in this direction, so far as form goes. The 
power to drive it is, of course, another question. The late Mr. 
William Froude’s report upon the trials of this, and a revised 
model of his own, and the articles which were written on the 
‘subject in Naval Science and The Annual of the School of 
Naval Architecture, afford very interesting reading. They 
are wholly condemnatory, but the idea still lives on, so that 
perhaps the reverend gentleman was nearer to the mark than 
his critics imagined. 

It is very difficult to compare this form with the other four, 
as they are more or less accomplished facts, whereas this is 
still in a very nebulous state. Startling stories are abroad as 
to what can be done with one of these craft of amazingly small 
dimensions, but there is a painful absence of reliable facts and 
figures. The first thing that will strike anyone looking at the 
published drawings is that, even if a great bodily lift took 
place, there would still be a very serious eddy making behind 
the ends of the planes. Possibly this can be got over in time, 
but at present it seems to be a grave defect. As a seaboat 
there does not appear to be much hope of improvement. Mr. 
Froude gave a startling description of what would happen to 
a semi-flying Atlantic liner among waves. Some mechanical 
genius may come forward who can deal with the shocks to the 
structure from such usage, without taking excessive weight; 
and it must be remembered that light weight for the dimen- 
sions is an essential feature of the problem. 

In concluding this part of the subject, the relative value of 
the five forms for very high speeds, so far as they have yet 
been tried, may be briefly noted. A may be summarily struck 
out, both on theoretical and practical grounds. B is the form 
in general use for torpedo boat destroyers, torpedo boats and 
many small craft in which high speed is not. the only object 
sought; it is, in fact, the only one of the five which as yet 
meets the ustial requirements and has been thoroughly tested 
practically. C and D are the rival forms for motor boats; 


E is not yet in a sufficiently practicable condition to judge of 
its ultimate success or failure. 

In all the forms dealt with, when driven at very high speeds, 
some curious phenomena occur. We see a vessel in a position 
not momentary, but for hours together, where the center of 
gravity is many feet ahead of her nominal center of buoyancy, 
and if of one of the flat-tailed types, she has also considerably 
less displacement than her total weight. In the case of £, 
and also, though in a less degree, of C, this latter feature is 
intentional, and we are met with the difficult problem as to 


whether it is better to use a considerable part of our available 


WETTED 
PERIMETER elo 
(BOTH SIDES). Less. 
Bo mia o YX) oo ow ow om 
S co GE 2 co 0 @ GE 
co EG co co mw co PHS 
2 GER oo 1 «© «© 108 
oo GHA) co an co S TAR 
5 BOYS 1 co mw o EO) 


BAH? toh chy there pe 


FIG. 7. 


power in lifting the vessel, or to use it for driving through the 
water in the ordinary manner, as‘aimed at in D. That we 
cannot get the lift without expenditure of power is fairly 
obvious. If the lift causes a considerable change of trim 
there must also be a corresponding loss in power, owing to 
the angle of the shaft with the horizontal being increased, and 
as the shafts of all, or nearly all, high-speed vessels are already 
at a considerable angle, this loss alone may be serious. In E 
there is supposed to be no change of trim; in fact, this is one 
of the chief objects of using two or more inclined planes, but 


JUNE, 1908. 


International Marine Engineering 


261 


Sn 8 


this advantage involves serious disadvantages, at least in the 
crude shapes which have yet been tried. Whether or no this 
form can ever come into even limited use is still very doubtful. 


FORM OF THE MIDSHIP SECTION. 

As the shape of the midship section generally governs the 
form of the other sections for a considerable portion of the 
vessel’s length, the consideration of it is important, and the 


6 


0x9 8 7 


the rising floor, which has been a favorite feature in design 
in many countries and many ages. It has considerably less 
girth than the rectangle, but is not an economical section from 
the surface point of view. It involves large dimensions, and 
in many cases an undesirable draft. In America this is a 
favorite type, as will be found by a study of the many pub- 
lished designs, but the reason for the preference is not very 
clear. The resulting water, ribbon and buttock lines are very 
| 


reo tee 3. 4 5 EAN tho 


FIG. 


following notes may be useful for discussion. In the previous. 
part of this paper the mid section was taken as being in all 
cases a rectangle, whereas there is really a very large number 
of suitable forms to select from, particularly if the dimensions 
may be varied while keeping the given area. Even with the 
rectangle itself, the wetted perimeter may be greatly altered by 
varying the ratio of breadth to depth. Fig. 6 illustrates this. 
The areas of the sections are all alike, but the perimeter 
changes from 13 feet at one end to 8 feet at the other. The 
curve shows the wetted perimeter to a scale half that of the 
sections themselves. From the surface point of view, the very 
shallow section is considerably better than the very déép’one, 
but the minimum is found in a moderate proportion. If, how- 


10a3_ 8 Z 6 


nwo— A 


8. 


clean, easy curves, and the vertical sections of the vessel for- 
ward being sharp, there is not so much hammering in a seaway 
as in the flatter-bottomed types. 

H is a true semi-ellipse, which has the great advantage of 
having a small girth for the given area and compact dimen- 
sions, and it lends itself very well to development into any of 
our forms A, B, C, etc. For example, in a form of D type, 
by using the elliptical sections we can gradually merge from 
a vertical line forward to a horizontal line right aft without 
abrupt changes in the horizontal lines. An objection which 
may be made to the true semi-ellipse is that to many people’s 
eyes it is too lean under the bilge, and too full about the 
center line. Perhaps for this reason the true curve is not 


L.W. 


i 2 3 4 s 
-- ee = = 


FIG. 9. 


ever, we also consider the wave-making resistance, we know 
from Rota’s and other experiments that within the limits of the 
experiments the deeper sections yield less resistance, so much 
so as to overbalance the greater frictional resistance. This 
difference will naturally increase as we increase the speed, but 
there will possibly come a speed where the shallow section 
will, owing to its skimming action, give a less resistance than 
the deep. 

Tig. 7 shows some of the forms which have been adopted, 
or proposed, all being of the same area. Section F does not 
seem to have any advantages to compensate for its large rela- 
tive girth, unless there are reasons for strictly limiting the 
dimensions; when something approaching a rectangle may 
allow us to use a curve of sectional areas which would other- 
wise be impossible. G is merely the ultimate development of 


often met with; a very good example of its use will, how- 
ever, be found in the launch Lotus, the lines of which appear 
in the Yachtsman of Dec. 19, 1907. K is a modified section 
which gets over this objection, but the girth has to be made 
somewhat greater. The section shown is constructed by 
describing a circular arc with a radius of one-quarter the 
breadth of the vessel for the bilge, and striking a tangent in 
from this to the center line, to inclose the required area. It 
is not suggested that this construction has any particular 
merits; it is merely given as fairly representing many sections 
in general use. J, called in America the sharpie or dory type, 
has been introduced here, and it crops up from time to time 
as having some more or less occult virtues. It yields a mod- 
erately small girth, and lends itself fairly well for use in all 
the forms. 


TABLE OF ELEMENTS. 


DIMENSIONS IN FEET. A B Cc D E 
| 

Length on waterline. ........| 50. 50 50 | 50. 50. 
Breadth, molded. i Dn ‘On 5. 6. fi, 
Draft at center of length. leeles2, 1.2 1.2 1.5 1.2 
Draft, maximum ...:....... yb NE Wy he Ps Be 1.2 
Displacement in cubic feet. ..| 150. 150. 150. 150. 150. 
Center of buoyancy below) 

WEIN Goocoosuancuse 0.60 0.50 | 0.40 0.75 0.40 
Transverse metacenter above| ; 

center of buoyancy.. “ 0.87 PA AY 3.46 1.50 3.46 
Longitudinal metacenter above 

center of buoyancy....L.M.| 87.15 178.68 347.22 140.54 347.22 
Area of waterline........... 125. 187.5 250. 150. 250. 
Area of wetted surface: | 

Sides. . SCOMe RE Oa sabe bhi ee DsGy/ 90.28 60. 150.26 72 

Bottom. . sSGltaran eign Ol 2oe 187.60 250.20 150.26 250. 20 

Total. . | 245.57 277.88 310.20 300.52 322.20 
Area of wetted midship section 6. 6. 6. ASI A Srateaee 
Angle of entrance............| 11° 30’ | 11° 30/ 2° 45! 6299527 22745! 
Angle of delivery. | 11° 30’ 22) 45! 2°) 457 3° (26/ D> LY 
Excess area of wetted surface 

over A. ea O, 13% 26% 22% 31% 
Block coefficient, using depth 

at center. - 0.500 0.500 0.500 (8883 |] socoouc 
Prismatic coefficient.......... 0.500 0.500 0.500 O08 |} soodoso 
Breadth to give: the same BM F 

aSpbee | 


78 5.00 | 4.27 |) 678 4.27 


International Marine Engineering 


Y 


JuNeE, 1908. 


M is formed of two semi-parabolas base to base. Very much 
the same remarks apply to this as to the semi-ellipse. The 
curve is a pleasing one and well adapted for use with such of 
our types as have deep fore-bodies. Sections G, H and M 
have the common disadvantage in that they are rather cramped 
for room in way of the wing shafts in multiple screw vessels, 
and the shafts may be an inconvenient length out board. A 
good deal might be written about the relative strength of 
these forms of midship section, but we have here dealt with 
them from a speed point only. 

Figs. 8 and 9 are given to show how, with a fixed length, 
displacement, curve of sectional areas and form of load water- 


‘line, we may greatly vary the cross-sectional shape. Fig. 8 
7 co) , J tm) 


is of the triangular section form known in America as the 
Dolphin type. Fig. 9 has true semi-elliptical sections all fore 
and aft. : 

The sections like those given, which are mechanically con- 
structed, such as the rectangle, triangle, ellipse, parabola, etc., 
are not suggested as necessarily superior to curves drawn in 
the usual way to suit the eye, but there is some advantage in 


i 


LAUNCHING OF THE GERMAN SURVEYING SHIP PLANET. 


L is a very interesting section, patented by the great French 
designer, the late M. Normand, from whose specification it 
will be seen that the object sought is twofold—a reduction of 
breadth for the same metacentric height, and a lowering of 
the machinery—single screw—so as to get the shaft horizontal. 
but as the lower part of the section is 
merely a sort of crank-pit not more than half the vessel’s 
length, 


The girth is large, 
the end sections are relatively more cut away than in 
the other types. A somewhat similar section is found in the 
very curious design Napier, given in Mr. J. A. Smith’s paper 
read before the Institution of Naval Architects in 1906. In 
this an attempt seems to have been made to combine type 4 
The main body of the vessel is a pure type 
A with very fine waterlines, the length being 
fourths of the total. On the after part of this is superimposed 
a flat-bottomed body of very little depth, which projects far 
enough aft to make up the total length, 4o feet. The vessel 
does not seem to have been very successful, but this may be 
due to other causes than the peculiar form of hull. 


with a flat stern. 
about three- 


using a constant type of curve right fore and aft, as it insures 
an amount of harmony between the sections which is not 
always found in forms constructed without it, even with good 
curves of sectional areas. Abrupt changes in sectional shape 
are common features in poor designs, and should be avoided 
where possible. 

In conclusion, the writer wishes again to state that these 
notes upon the forms possible for high-speed vessels have been 
written mainly to promote discussion upon a subject which has 
not previously been before the Institution. The forms shown 
are at present of very limited application, such as to torpedo 
craft and racing motor boats, but unless the dimensions of 
ships can keep pace with the increased demand for speed, some 
such forms as these must ultimately be adopted instead of our 
present big ship type. Possibly in the course of the discussion 
our attention may be drawn to some form which is superior 
to any of those shown, and if that is so, then the writer will 
have done the Institution a good service, and have been well 
repaid for his efforts. 


JUNE, 1908. 


A German Surveying Ship. 


The surveying ship Planet was recently constructed for the 
German navy, and is intended to replace the old vessel formerly 
used by that navy in connection with surveying work. The 
new vessel embodies all improvements of modern ship build- 
ing, and is equipped with the most up-to-date scientific in- 
struments. Eight watertight transverse bulkheads and a 
double bottom have been provided to increase her safety. The 
vessel is made from first-class ship-building steel, and, like 
mercantile ships, has a round stern and a yacht-shaped stern 
post. To the foremast is fitted a crow’s nest, serving as out- 
look. 

The rooms of the ship are exceptionally high and well 
aerated, as she is to be temporarily used in tropical climates; 
a satisfactory insulation from. the outside steel hull has like- 
wise been secured. All the apartments of the vessel are fur- 


International Marine Engineering 263 


on board a ship of the German navy. In addition to these, 
there are two whale boats and another rowing boat on board. 

The ship has been equipped with means of investigating the 
higher strata of the atmosphere. To this effect there are used 
both kites and balloons. The former, which are equipped 
with meteorograph and anemometer, are able to rise to a 
height of about 5,000 meters (3 miles), and serve to measure 
the atmospheric pressure, temperature, moisture and speed of 
wind, as well as the direction of the latter. 


The balloons are used in connection with investigations of 
the higher atmospheric strata up to 14,000 meters (8% miles). 
Two balloons are tied together, carrying underneath a float. 
One of the balloons is filled with a greater amount of gas than 
the other, the amount depending upon the height to be reached. 
At a given height this balloon will explode, and the other, 
being unable by itself to carry the float and accessories, will 


STERN OF SURVEYING SHIP PLANET, SHOWING 


nished according to general regulations by the German navy, 
except that the walls and furniture are made of wood instead 
of sheet iron, as in the case of warships, so as to increase the 
comfort afforded by the ship. 

The rearmost deck house contains a large drafting room, 
with files and instrument room, as well as a living room for 
a scientific assistant. In front of the latter, between the en- 
gine and boiler casings, there is situated the crew’s galley. 
The four front deck houses are used, respectively as com- 
mander’s room, rudder engine room, room -for hammocks, 
oilskins and cleaning utensils, and as lavatory. 

The ship is lighted by electricity, for which a direct-current 
dynamo for 110 volts has been installed in the engine room. 
In order to use the ship as well in cold climates, all the work- 
ing and living rooms have been provided with steam heat. 
Two motor boats, 10 meters (32.8 feet) in length, have been 
provided in order to assist in the surveying work to be per- 
formed by the vessel; these are the first motor boats ever used 


FITTING OUT UNDER WAY AND NEAR COMPLETION. 


drop to the earth (or sea), maintaining itself above water by 
means of the float for some time, until it is taken on board a 
boat. 

As regards the oceanographical work to be performed by 
the Planet, researches on the temperature and salt contents 
of the water, as well as on the condition and shape of the 
bottom of the sea, should be mentioned. ‘To this effect there 
have been installed on the upper deck a drum and two sound- 
ing machines, one of which had been used already on board 
the Valdivia. Among other researches should be mentioned 
stere-photogrammetrical records of the waves of the sea and 
the shape of the coasts., To this effect the vessel has been 
provided with two photo-theodolites, placed on supports at a 
distance as great as possible on the upper deck. 

In order to test all the scientific instruments, two trips were 
undertaken from Kiel, one of which was confined to the 
western part of the Baltic. This was intended to test the 
balloons and kites. The other trip was directed through the 


264 


Belt around Skagen, to the North Sea and back through the 
North Sea-Baltic canal, it being intended to sail towards the 
Norwegian channel, comprising depths of up to 800 meters 
(437 fathoms), in order there to test the sounding and water- 
raising outfits. 

The propelling machinery includes two three-cylinder triple- 
expansion engines of an aggregate output of 350 indicated 
horsepower, the speed obtained by the vessel being 10% knots. 


A FEW CONSTRUCTIVE DETAILS. 
RUDDER STOCKS AND PINTLES. 


A view is given of the upper and lower rudder pintles of 
the battleship Olio, the drawing being that made for the 
upper pintle. The pintles are of wrought steel, and in the 
rudder frame run in a gunmetal bushing lined with white 
metal in eleven sections 54 inch apart at the inside edge and 
dovetailed into the bushing. The pintle itself has a diameter 
of 9 inches upper and 10 inches lower, and is fitted with a 
brass sleeve having a diameter in the bushing of 10 inches 
upper and 11 inches lower. The upper and lower diameters 


mn 
le = 10_Upper- = 
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RUDDER PINTLES sOR BATTLESHIP OHIO. 


of the sleeve in the upper part of the pintle are respectively 
9% and 114g inches. In the lower part of the pintle, the 
upper and lower diameters of the sleeve are respectively 10% 
and 107% inches. The total height or length of the upper 
pintle is 28 inches; of the lower, 31 inches. Both are finished 
all over. 

The rudder stock for the armored cruiser Califormia has a 
net diameter of 20 inches, and is made of wrought iron fin- 
ished all over. The brass sleeve through the watertight gland 
is 21 inches in diameter and 3 feet long. It is shrunk on to 
the stock. The lower end of the stock is tapered from the 
normal 20-inch diameter to a diameter of 15 inches at the 
bottom. This taper covers a length of 2 feet 9 inches. A 
keyway fitted the length of the taper takes a key measuring 
2 by 234 inches, which is arranged for rigidly fastening the 
stock to the rudder frame. The brass sleeve runs in a lignum 
vitae bushing fitted in the brass-hned gland above mentioned. 
The upper pintle of this rudder is given in the same drawing 
as the rudder stock, and is seen to have a net diameter of 8 
inches and a diameter of 9 inches over the brass sleeve, which 
is shrunk on. The length of the pintle is 2 feet 6 inches. In 


International Marine Engineering 


JUNE, 1908. 


ns | 
Sk Keyway on both sides 

— 235’ x 49° Key 

16% 


mee 


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RUDDER STOCK ON ARMORED CRUISER CALIFORNIA. 
the cast steel stern frame this pintle turns within a white 
metal bushing of a maximum diameter of 11 inches. 
STEERING GEAR FRICTION BRAK®. 


The drawing shows the location of the rudder head below 


ao) 
HA 
aera 


SS) 
SS} 


FRICTION-BRAKE DETAILS FOR STEERING GEAR. 


JUNE, 1908. 


‘7 Platform Deck 


International Marine Engineering 


7 
16 


A 


--2°3 


, 


~=2-85- Sig 9845/4 


Section at 


20/0 W.L. 


l [a 1 Oa 
=ele Se g 


Counter Casting 


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DETAILS OF THE CAST-STEEL STERN POST AND COUNTER CASTING ON THE BATTLESHIP OHIO. 


the protective deck of a naval vessel, this being a standard 
type for large warships in the United States navy. The fric- 
tion brake is of the ordinary strap or band variety, and is in 
contact with a friction wheel on the rudder head over a total 
of 235 degrees. The brake is operated on the usual lever 
basis, with a long lever arm for the application of the power, 
and short lever arms for the tightening of the band around 
the friction wheel. The friction wheel and the lever arm are 
of cast steel. The feather keys, the friction band, and the 
friction band lever shaft are of wrought steel. The friction 
band is lined with wood; the gears and head wheel are of 
gunmetal; the gear bearing and the lever bracket may be 
made at will of cast steel or brass. 


STERN POST AND COUNTER CASTING. 


The drawing represents details from the battleship Ohio, 
the weight of the stern post being 23,052 pounds, and of the 
counter casting 3,900 pounds. The drawing gives all the 
necessary details. 


BILGE KEEL OF THE CRUISER MILWAUKEE. 


The drawing shows this bilge keel, which projects 24 inches 
from the skin plating of the ship, and is made up of two 15- 
pound plates, with a flat bar at the outer edge, measuring 3 
by 34 inches. Between the two plates is a filling of Oregon 
pine, the plates being fastened to the ship by angles measur- 
ing 4 by 4 inches by 12.8 pounds. Connection between the 
angles and the plates is by 34-inch rivets, and between the 
angles and the shell plating are 74-inch rivets, the spacing in 
each case being 334 inches center to center. The outer bar 
is connected to the plates by 34-inch rivets spaced 3 inches 


between centers. Canvas and red lead are placed between 
angles and the shell plating of the ship. The outer lower 


BILGE KEEL SECTION ON CRUISER MILWAUKEE. 


266 


International Marine Engineering 


JUNE, 1908. 


3% x4 x 1L11bs. 
Angle 


124/1.'to.C.L. of Ship (Bower) __ 
Ya - t= 4 0 (Sheet) 


Gun Deck re 


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shell 
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2216) Water Line 


HAWSE PIPES OF SEMI-ARMORED CRUISER MILWAUKEE, 


point of the bilge keel amidships is 3 feet 2%4 inches above 
the bottom of the keel, and 3 feet 1134 inches inside the 


ml | 
2165 | a 

— - —6-6— - — >—44 0 

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= ESS 2 Se > Top of 


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Section G-G 


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STEM AND RAM CASTINGS OF BATTLESHIP OHIO. 


molded line of the frames at waterline. The: lower plate 
prolonged to this molded line intersects it at a point 5 11/16 
inches above the bottom of the keel. 


HAWSE PIPES OF THE CRUISER MILWAUKEE. 


The drawing shows the cast-steel hawse pipes for bower 
and sheet anchors, they being used with 2!4-inch stud link 
chain. The pipes are of cast steel, in two pieces each, the upper 
section weighing 3,397 pounds for bower anchors and 3,469 
pounds for sheet anchors. The lower sections weigh 9,791 


pounds for bower anchors and 10,205 pounds for sheet 
anchors. Detailed dimensions, etc., are shown on the draw- 
ing. 


STEM OF THE BATTLESHIP OHIO. 


The stem of this battleship is made up of three steel cast- 
ings, with offsets and dimensions as shown on the drawing. 
The total weight is 54,630 pounds, of which the middle cast- 
ing, weighing 40,250 pounds, accounts for by far the larger 
portion. The upper casting weighs 6,230 pounds, and the 
lower, 8,150 pounds. The forward perpendicular of this ship 
is located on the 23-foot 6-inch waterline. The depth of the 
casting at this point is 14 feet 714 inches, this being the draft 
on the forward perpendicular. The lower edge of the casting 
on this perpendicular is 8 feet 10% inches above the base 
line of the ship. The forward point of the ram is 5 feet 9 7/16 
inches forward of this perpendicular, the thickness of the 
casting and rib at this point being 3 feet 6 inches. The cast- 
ing proper has a fore-and-aft thickness of 16% inches, with 
section as shown. 


The Steam Towing Launch Lautaro. 


This vessel has a length of 55 feet 6 inches, a beam of Io 
feet 9 inches, and a draft of 4 feet. She was designed and 
constructed by Edward Hayes, Watling Works, Stony Strat- 
ford, for work in Chile in connection with the customs duty. 
The hull is built of special mild steel in four strakes, varying 
in thickness from ™% to 3/16 inch. The frames are of angle 


THE CHILEAN CUS TONES LAUNCH LAUTARO. 


steel. Three bulkheads divide the hull into four compart- 
ments. Forward of the collision bulkhead the space is given 
up to anchor-chain locker. The next section is the saloon, 
next is, the machinery space, aft is a cabin for the crew. 
The saloon has seats upholstered in blue with teak edgings, 
a large folding teak table, lockers, cupboards, brass scuttle 
lights, a large skylight of teak finished with green figured 
glass and brass protection rods, and is supplied with a small 
steam-heated copper water boiler for use in preparing coffee. 
Aft of the saloon is a lavatory, on the port side, and on the 


starboard a stairway leading through a teak companionway to 
the deck. 


JUNE, 1908. 


In the machinery space is a boiler of the marine return tube 
type, working under a pressure of 120 pounds per square inch, 
and a compound surface condensing engine for operating the 
propeller. Cold air is brought to the furnace by two large 
cowls, a teak engine-room skylight and steel stokehold grat- 
ing. Hot air is extracted from over the boiler through a steel 
casing arranged for natural ventilation. 

The propelling engine is of the double-balanced crank type, 
with cylinders 8 and 16 inches in diameter, and a stroke of 10 
inches. All wearing surfaces are extra large and automatically 
lubricated, and the engine is designed for continuous hard 
work at full speed. The condenser has a large cooling sur- 
face, due to the fact that the circulating water available will 
be of relatively high temperature. The air, circulating, bilge 
and feed pumps are fitted on the port side of the engine, and 
worked from the low-pressure cylinder by long, rocking levers. 
It is said that the engine works very smoothly, and with little 
vibration. 

The shafting is in two pieces, of Siemens-Martin mild steel, 
with solid couplings. The thrust bearing has seven rings, and 
is of the horseshoe type, running in oil bath. Plummer blocks 
are also fitted. The stern tube is lined with white metal for 
long distances at both ends, and fitted with an internal brass 
gland. The propeller is of hard cast iron, with three blades. 
A powerful fire and salvage pump is fitted in the engine room, 
with deck connections for suction and delivery hose. A sup- 
plementary steam boiler feed pump is also fitted in the engine 
room, as well as a steam ejector. 

The cabin for the crew is fitted with seats suitable for bunks, 
a table, lockers, and a cooking apparatus heated with steam 
from the main boiler. A canvas awning extends almost the 
whole length of the vessel, being supported by galvanized hand 
rail and stanchions. There is a powerful patent slip hook 
with disconnecting gear, towing bits, a large teak shelter for 
the customs officers, and a steering wheel of brass-bound 
teak on weather-proof standard. A small winch is fitted for- 
forward for raising the folding anchor. 


Horsepower of Auxiliary Machinery. 


The Editor INTERNATIONAL MARINE ENGINEERING: 

Some years ago I had occasion to work out the relative 
power developed by main and auxiliary engines, in order to 
keep separate accounts of power developed, and steam and 
coal used, of main and auxiliary machinery. The result, I 
think, is a fair average for transatlantic liners under ordinary 
working conditions. Owing to the great variation in speed 
and fluctuations of load, it is practically impossible to obtain 
an absolutely correct average of the power developed by some 
auxiliaries, since most of them, especially the pumps, are not 
fitted with indicator attachments, and the mean effective pres- 
sures in the cylinders must be assumed. In some of these 
cases it is more accurate to calculate the work done and power 
developed (in the pumps) by the displacement of the water 
piston and the pressure heads against which water is delivered, 
due allowance being made for friction and pump. efficiency. 
With the electric plant the power developed can be determined 
from the current output in amperes and the potential, due al- 
lowance here being made for friction of engine. 

In the test in question the twin-screw propelling engines 
developed 20,446 indicated horsepower. This included the air 
pumps, which were attached to the main engines. The prin- 
cipal other auxiliaries to these engines were as follows: 


Horsepower. 
12 forced-draft fans for main boilers............. 652 
1 forced-draft fan for donkey boiler............. 23.6 
3 fans for engine-room ventilation.............. 38.7 


4 circulating pumps for main condensers........ 


International Marine Engineering 


I circulating pump for auxiliary condenser...... 3:3 


A, WEAN HECGl MEVNDSsocorcocacoccoacvcasns00n00, HOSS) 
2ehot=wellGpumnpsmeeenieecn renter eer 28.2 
Tadonkeyapollemmeedspumpeee eae renee rere 4.1 
952 
The electric plant included six dynamo engines, as follows: 
Horsepower. 
3 for lighting, and ventilating fans in saloons.... 91.5 
QZElOaventilabinomranspinetizenhOOmsS mnie ei 4457, 
1 for operating ammonia compressor fans........- 14.1 
150.3 


The other auxiliaries included: 
Horsepower. 


2 engines for driving ammonia compressors...... 28.5 
2 hydraulic pumps for steering and working ele- 
VALOTS MTT Pees Hes beet cite ae n ree ots 33.9 
QB CVODORAMIOR TAG! MUVTNNSs00 50500000 0docan0c000KUT 2.1 
7) \HIERS. Sia oslo oc Obie Gao a omen doa ow Obre cldore 4.8 
ZESATILEAT YP LIN PSaaepe monn elektro terete vale keto iss 3.7 
QB WROTE MUHNMS, 05 coos codoucngoeanac 1.3 
3 brine pumps for refrigerating plant............ 5.5 
2 circulating pumps for refrigerating plant....... 2.8 
ir DASE tarllke ANID. coocdoodcocodasednsaccocns , MOB 
98.9 


This makes a grand total of 1,201.2 indicated horsepower 
for auxiliary machinery. Omitting the ballast tank pump, 
which would be used only very occasionally, we find that the 
balance of 1,184.9 horsepower is 5.79 percent of the horse- 
power of the main engines. 

During a trip across the Atlantic, the average quantity of 
South Welsh and Eureka coal consumed per hour for all 
purposes was estimated at 31,733 pounds, on the basis of the 
amount on hand at beginning and end of voyage. This rep- 
resents 1.55 pounds per indicated horsepower per hour as 
developed by the main engines. The consumption of steam, 
calculated from indicator diagrams of main engines, was 13.6 
pounds per hour per horsepower, to which 20 percent was 
added for condensation, making 16.3 pounds, or a total of 
333,270 pounds of steam per hour. 

The steam used by the dynamo engines at 25 pounds per 
horsepower hour (with 150.3 horsepower) was 3,757 pounds. 
The fans and circulating engines, 842.6 horsepower at 35 
pounds per unit, used 29,491 pounds of steam. The pumps, 
192 horsepower at 85 pounds per unit, used 16,320 pounds of 
steam. The evaporators, in making up feed water, used 
14,880 pounds of steam. This makes a total of 64,448 pounds 
of steam, or 8,056 pounds of coal on the basis of 8 pounds of 
steam per pound of coal. Deducting this from the total coal 
consumption per hour, we have 23,677 pounds for the main 
engines, or only 1.158 pounds per indicated horsepower per 
hour. H. J. TErPer. 


A Patent Oil Firing System. 
BY A. K. FISHER. 

The great success attending the trials of the British de- 
stroyers of the Mohawk class has attracted attention to the 
subject of oil fuel, which is understood to have been largely 
responsible for the extreme power and speed developed by 
these vessels. The development of oil firing on steamships 
seems to have entirely demonstrated the superiority of the 
mechanical burner as compared with systems using steam or 
compressed air for atomizing liquid fuel. The system 


268 


International Marine Engineering 


(Koerting) under consideration, however, adds to the me- 
chanical feature the physical effect of atomizing. This gives 
a still better result in service. The inventor is Ernest Koert- 
ing, Hanover, Germany. 

The handling of the oil for taking it on board, storing and 
transferring it from the various tanks is taken care of by an 
independent pumping and piping system. This arrangement 
provides proper pumps to handle the oil with a pipe system as 
simple as possible through manifold arrangement, and to 
supply the oil to the settling tanks. 

From the settling or service tanks the oil is supplied to the 
burners; the main object of these settling tanks is to sepa- 
rate the oil from water which it may hold in suspension. 
The tanks are equipped with diaphragms to prevent the water, 
after being separated, from again mixing with the oil in con- 
sequence of the motion of the steamer. The oil is taken from 
the settling tanks at a distance of one-fourth of the height of 
the tank from the bottom, so as not to take in the water and 
impurities; cocks being provided on the bottom of the service 
tank to drain off the water. 

The suction heaters are usually placed in the settling tank, 
which consists of a steam coil of proper size surrounding or 
near the suction pipe. The oil is now drawn through the suc- 


tion filter by pump, and forced through pressure filter, pressure 
heaters and to the Koerting burners in front of the boiler. 
The temperature of the oil when leaving the suction heater 
will be from 90 to 100 degrees F., and in the pressure heater 


BOILER ARRANGED FOR EXCLUSIVE OIL FIRING. 


it is heated up to 260 degrees F. Evaporation is prevented by 
having the oil under a higher pressure than corresponds to 
the above-named temperature. 

The central outfit is usually combined in one place in each 
boiler room, for reasons of simplicity of piping. The pump 
may be either of the horizontal or vertical type, according to 
conditions. The heaters are placed either vertically or hori- 
zontally, but always with a view of having easy access to the 
piping. The piping arrangement inside the central outfit gives 
the possibility to use either of the duplex filters, heaters or 
pumps, according to convenience and necessity. 

The piping system contains also other appliances for safety 
and measuring, that is, safety valve to act in case of excess of 
pressure in the oil line; gages to indicate the pressure of 
steam and oil; and thermometer to show the temperature. 
The steam pressure in the steam pumps and in the heaters is 
kept constant by one main reducing valve. 

The Koerting burners are arranged in front of the boiler, as 
shown by cut; each burner spraying usually 300 to 400 pounds 
of oil per hour at I00 pounds pressure. The burners are 
fastened to the front plate of the boiler by means of a sliding 
door, which admits of removing the burner for cleaning or 
replacing. 

To burn one pound of oil, there is required 200 cubic feet of 
air, and this air is admitted to the burner by means of a cyl- 
indrical air register, which permits of an exact regulation of 
the quantity of air required for combustion. The air registers 
are sometimes, if space permits, arranged with blades to give 
the air a rotary motion to assist the proper mixing of oil 
and air. 


\ 


BOILER ARRANGED FOR EXCLUSIVE OIL FIRING. 


To further compel the air requisite for combustion to inti- 
mately mix with the oil, fire-brick cylinders are installed. 
This arrangement forces the air to surround the injected oil 
and to reach a proper contact between air and the fuel for 
combustion. This network of fire-clay acts also as a heat 
accumulator, and helps to keep the furnace at a high tempera- 
ture. Where no donkey boilers are installed, some of the 
burners on each boiler are equipped with a heating coil to heat 
oil in starting up, and a hand pump is furnished for keeping up 
oil pressure until enough steam is available for running service 
pumps. : 

The system is used in two ways, the first of which is known 
as “exclusive” oil firing, where nothing but oil is used as fuel; 
while in “additional” oil firing, oil is used to supplement the 
burning of coal, and is particularly available for getting up 
steam rapidly, or for high forcing where the coal used would 
give merely a normal operation. The types of apparatus are 
naturally quite different in these two cases. 

The cut showing the application of the system for exclusive 
oil firing gives the arrangement as fitted to a watertube boiler 


ues 


Sorry 


aie 


N 
N 
\ 
7 
NZ 
SS 
iN 
i} 
iV 
Q 
N 
N 


sims AY 
XZ 
ill 


BOILER ARRANGED FOR ADDITIONAL OIL FIRING. 


JUNE, 1908. 


International Marine Engineering 


269 


of the Thornycroft, Schultz, Yarrow, Mosher, Normand or 
White-Forster type. In the illustration, six burners are fitted 
at B, air entrance being provided below and above them at D. 
Each burner is located in a fire-brick cylinder, F, and is 
equipped with an eyeglass P, for observing the action, and air 
register R. The handle L is designed for regulating the en- 
trance of air. Oil supply is furnished through the pipe S, and 
a gage at G and thermometer at T are used for observing the 
pressure and temperature under which the-oil is fed. (1n the 
larger cut, the oil supply is at OS; the observation holes at 
S; the hand wheels for regulating air supply at A; and the 
cocks for regulating oil supply at C.) 

The drawing is from an installation on a British torpedo 
boat; and may be compared with other similar installations in 
the following table, where A represents the torpedo boat in 
question, T represents the Tartar of the British navy, M is 
the Mohawk (the Cossack is similar) and S is a German tor- 
pedo boat of the “S” type. 


A Ip M S 
Heating surface (a) (b)......... 4,478 5,300 4,931 6,350 
Number of burners (a).......... 12 14 13 16 
Heating surface (b) (c)......... 873 378 379 397 
Lemmas GF Otl (@) ()oscoccoove 400 325 320 401 
Ms OF Ol (A)scooocscago000 1.07 0.86 0.845 1.01 


(a), per boiler; (b), square feet; (c), per burner; (d) per hour; (e), 
per square foot of heating surface per hour. 


For “additional” oil firing the burners B are installed above 
the grate, and are so arranged as not to prevent the feeding of 
coal. In some cases they are placed between the fire doors, 
instead of above. As the space is usually limited, the con- 
struction of the burner and air register is often combined, and 
the regulation of air accomplished by means of flaps. The air 
register is at A, the supply of oil being regulated by the 
cock at C. ; 

Under natural draft the Segovia, belonging to the Ham- 
burg-American Line, which has engines of 2,200 horsepower 
and a heating surface of 7,560 square feet, consumes 32 tons 
of oil per day, as compared with 45 tons of coal for the same 
work before the oil burners were fitted. The saving in weight 


BOILER ARRANGED FOR ADDITIONAL OIL FIRING. 


of fuel is seen to be about 30 percent. In the Sithonia and 
Silvia, of the same line, operated with Howden’s heated air 
system, with 7,000 square feet of heating surface, the previous 
consumption of 42 tons of coal per day has been reduced to 27 
tons of oil. This shows a saving of about 35 percent. A still 
greater saving is shown by the Austrian-Lloyd steamer Al- 
missa, with 900 horsepower and 2,760 square feet of heating 
surface. The saving here is shown to be about 47 percent, so 
far as weight of fuel is concerned. 


NOTE ON THE USE OF SUPERHEATED STEAM 
WITH MARINE ENGINES.* 


BY FELIX F. T, GODARD. 


Superheated steam was used in marine engines more than 
half a century ago, after Hirn’s noteworthy experiments with 
the “Logelbach’s” engine in Alsace. The French navy also 
tried it on some of their earliest protected cruisers. These 
early attempts were not, however, followed up, as it was found 
difficult to construct superheaters capable of maintaining a 
constant and sufficiently high temperature, and also because of 
the wear and tear of the hemp packings in use at that period. 

The introduction of compound marine engines, more eco- 
nomical than the simple engines that had preceded them, 
caused the use of superheated steam to be given up for the 


STEAM CONSUMPTION IN KILOGRAMS PER BRAKE HORSEPOWER, 
BASED ON SUPERHEAT, IN DEGREES CENTIGRADE. 


time being. The same thing occurred with stationary engines, 
where improvements in valve gear enabled a high ratio of 
expansion to be employed, and the clearances to be reduced to 
a very small percentage of the cylinder volume. 

In the Vosges and Alsace, however, the problem of using 
superheated steam in stationary engines was revived some 
fifteen years ago. Several different arrangements were de- 
signed by Mr. E. Schwoerer, a former assistant of Hirn, who 
used a massive superheater placed behind the fire bridge of 
the boiler furnace, and this gave such promising results that 
the study of the question of superheated steam was taken up by 
a number of manufacturers, chiefly in Germany, Alsace and 
Switzerland. It was found that engines fitted with Sulzer 
Colman valves, which were largely employed in those countries, 
were very suitable for use with superheated steam. In France, 
where the Corliss gear was usual in stationary engines, super- 
heating did not make much progress, because it was not suited 
to the Corliss engine, or, in fact, to any flat slide-valve engine. 
The exhibits at the Paris Exhibition of 1900 showed this to be 
the case. 

Since then, the use of superheated steam with stationary 
engines has increased largely, and considerable economy has 
been effected thereby. It is not*unusual to find engines of 1,500 
to 2,000 horsepower using stedm at 300 degrees C. (572 de- 
grees F.), and working at an expenditure of only 4 kilograms 
(9 pounds) of steam per indicated horsepowery per hour. 
There is but little information, however, on the subject of the 
variation in the consumption of steam in relation to its tem- 
perature. 

A few years ago the author made some experiments on a 
triple expansion engine with piston valves, the temperature 
of the superheated steam varying from 0 to 120 degrees C. 
The results of these trials still present some features of in- 
terest. In the diagram (Fig. 1) the abscisse represent the 


* Read before the Institution of Naval Architects, April 9, 1908. 

{+ Indicated horsepower referred to in this paper is the French ‘‘force 
de cheval’ of 75 kilogram-meters per second = 0.986 British indicated 
horsepower. 


270 


International Marine Engineering 


JUNE, 1908. 


amount of superheat, 7. e., the difference between the actual 
temperature of the steam (in degrees C.) and the temperature 
corresponding to the pressure when the steam is saturated. 
The ordinates represent the weight of steam consumed per 
effective brake horsepower. 

This engine had cylinders 20, 33, 37 and 37 centimeters (7%, 
13, 14%4 and 14% inches) in diameter, with a stroke of 29 
centimeters (11% inches). At 440 revolutions per minute 
the brake horsepower was 300. The cut-off of 0.7 gave a ratio 
of expansion of 9.8. The pressure in main steam pipe (ex- 
haust at atmosphere) was 12.8 kilograms (182 pounds) per 
square inch; at exhaust of condenser it was 15 kilograms (214 
pounds) per square inch. 

Now, curve A in the diagram (Fig. 1) (exhaust to atmos- 
phere) shows that the consumption per hour of saturated steam 
(4. e.; with no superheat) is 8.85 kilograms (19% pounds) 
per brake horsepower, whereas it falls to 5.7 kilograms (1234 


Lic SS 
[{ sceeehers 
H GO 0/0 O/— OOO 
‘|L8s 

fe) 


BLOW OFF VALVE 
OF SUPERHEATER 


degrees to 320 degrees C. (536 degrees to 608 degrees F.), 
the engine friction must be as small as possible, as, for instance, 
in reciprocating engines with lift valves, and still more so in 
turbine engines. Superheated steam is now generally adopted 
for land engines by reason of the economical results obtained 
in practice, which, in certain special cases, have effected. a 
saving of upwards of 33 percent. 

For marine engines the case is very different. England was 
the first country to take up the matter; in 1900, Messrs. Wilson 
& Sons, of Hull, installed superheaters on board the steam- 
ship Claro, which appear to have given satisfactory results. 
Other installations followed with varying measures of success, 
The Admiralty investigated the question on the battleship 
Britannia, with satisfactory results. Superheating has also 
been adopted in the United States on the steamship Creole, 
fitted with Curtis turbines, and in Germany on the Ersatz 
Komet, with Parsons turbines. Nevertheless, superheating in 


CYLINDRICAL BOILER OF STEAMSHIP PEROU, FITTED WITH PIELOCK SUPERHEATER. 


pounds) at a temperature of 320 degrees C. (608 degrees I*). 
equivalent to a superheat of 120 degrees C. (216 degrees F.). 
The saving therefore amounts to 
8.85 — 5.70 
= = 3525 [SKE 
8.85 
Taking curve B (exhaust to condenser), the consumption per 
brake horsepower falls from 7.15 kilograms (16 pounds) with 
no superheat to 4.85 kilograms (10% pounds) with a super- 
heat of 120 degrees C., or a saving ol 
7-15 — 4.85 
eS CR CLCEL Us 
7-15 
It will be seen, therefore, that superheating may lead to an 
economy, as compared with saturated steam, of 35 percent in 
engines of this type exhausting to the atmosphere, and 32 
percent for those exhausting to the condenser. The amount of 
reduction in steam consumption depends, of course, upon the 
design of the engine under consideration; in the present ‘case 
it amounts to about I percent for every 4 degrees C. (7.2 
degrees F.) of superheat. This is a figure frequently given, 
and which the author has been able to verify elsewhere. 
Doubts, however, have often been expressed in regard to the 
efficiency of superheating in actual practice. These arise from 
the wear of the valve gear of the engines, which causes losses 
that neutralize part of the economy obtained by using super- 
heated steam. It is now recognized by all the makers of land 
engines that, in order to use steam at a temperature of 280 


marine engines cannot be said to have gained ground as rapidly 
as was expected. It may, therefore, be of interest to record | 
some very encouraging results which have been obtained in 
France within these last few years. 

In 1906 the Société de Saint-Nazaire built two identical 
cargo boats for the Compagnie Générale Transatlantique. 
They were the Garonne,t fitted with ordinary triple expansion 
engines and slide valves, and the Rancet with similar engines, 
but fitted with the Lentz valve gear. The boilers of the 
latter vessel are similar to those of the former, except that 
they are fitted with Pielock superheaters. 

The leading dimensions of these two ships, their engines and 
boilers are as follows: 


LGN. goaoosgcswangodssoo00 gr. meters (298 feet 6 inches) 
12.2 meters ( 40 feet ) 

7.75 meters ( 25 feet 5 inches) 
6.4 meters ( 21 feet ) 

2,700 tons. 


IMoldediidepthtsrer reer 
Woad idrattarencser crete 
(GATS KOMVIEIIS, 0000000000p0000 
Diameter of cylinders........... 584, 914 and 1,498 millimeters. 
Diameter of cylinders)... 111 23, 36 and 59 inches. ; 
Strok@sichrsaicct tuckantsmeterseer ee oe 1,066 millimeters (42 inches.) 


The boiler installation of each ship consists of two cylindrical 
boilers, each having two furnaces and fitted with Howden’s 
forced draft. In each case the grate area is 8.4 square meters 
(90.42 square feet), and the total heating surface 350.08 square 
meters (3,767 square feet). In the case of the Garonne this 
was all ordinary heating surface. In La Rance, however, 73 


+ INTERNATIONAL MARINE ENGINEERING, page 371, September, 1907. 


4 


JUNE, 1908. 


square meters (785 square feet) of the amount was super- 
heating surface. 

The trials of these two vessels were carried out under con- 
ditions as similar as possible, so that the comparison of results 
might be quite fair, and the coal used was the same in both 


cases. The results of the trials were as follows: 
Garonne. Rance. 
DEKE OH THAIS 6500000 _ July 6, 1906. September 13, 1906. 


12.60 kg. (178 lbs.) 12.54 kg. (177 lbs.) 
192°C. (377.6° Fahr.) 270° C. (518° Fahr.) 


Boiler pressure....... 
Steam temperature.... 


IRGWOMUIMOTS. 5 ococcocs 7203 75-37 
DEL el eres ee eens I, 104 1,304 
Coal consumption—per 
i bileodopseedoona 511 grams (1.12lbs.) 4o8 grams (0.9 |b.) 


Advantage of superheating: 
IDNERASTS CH [WOMKEP ooo op ooo oD OO Ud HO OODE 
Reduction of coal consumption.......... 


18.1 percent. 
20.1 percent. 


Both ships were put into service directly after the trials. It 
is now Over a year since these two cargo boats have been 
engaged upon an exactly similar service, and it has been 
possible, therefore, to obtain accurate data regarding their 
working and comparative coal consumption. Taking for each 
ship ten trips made at corresponding dates, so as to have as 
far as possible identical conditions of weather, loading and 
quality of coal used, the fuel consumption per mile worked out 
at 69.981 kilograms (154 pounds) for the Garonne without 


_superheating; 57.228 kilograms (126 pounds) for the Rance 


with superheating. 
Comparing these figures, we have an economy in coal con- 
sumption in favor of the Rance of 


69.98 — 57.228 
= = 13.9 DRA 
69.981 

There was, moreover, no trouble with either engines or 
boilers. No leakage has occurred in the valves, which con- 
tinue to bear simultaneously on both upper and lower seatings. 
The superheater has not required any particular attention; a 
constant steam temperature has been maintained, which rises 
only a few degrees when additional power is required of the 
boilers, and falls again automatically directly the engines are 
stopped. 

In consequence of the results of the early trials of the 
Rance, the Compagnie Générale Transatlantique installed 
Pielock superheaters and Lentz valve gears on the steamship 
Pérou,§ for service to the Antilles (West Indies), and also 
on the intermediate cargo boat Caroline. The same arrange- 
ment is being adopted on the cargo boat Honduras, and other 
cases are under consideration. Each of these vessels is to be 
comparable to a sister ship, working with saturated steam, in 
order to follow up on a larger scale the conclusive results 
already obtained with the Rance and the Garonne. 

The Pérou has just completed her trials. She is identical, 
save for the superheating and valve gear, with the steamship 
Guadeloupe§ employed on the same service, and which was 
completed in September, 1907. 

The dimensions of these two ships are as follows: 


ILSTTENG 65 oS OAS ERE 131. meters (429 feet 9 inches) 
Beambaerriscarncsec vecaveicie os 15.86 meters ( 52 feet ) 

“Molded GCleptbiesayarsieretelsvs ves cit 10.5 meters ( 34 feet 6 inches) 
MoadMdratt rasa etree asios 6.6 meters ( 21 feet 7 inches) 


CROSS KOMNAG,550000000000000 6,800 tons. 


The illustrations give the details of the valve gear and a 
section of the boiler and superheater. 

Each vessel is fitted with twin-screw triple expansion three- 
cylinder engines of the following dimensions: 


§ INTERNATIONAL MARINE ENGINEERING, page 373, September, 1907, 
and page 44, January, 1908. 


International Marine Engineering 


271 
Guadeloupe. Pérou. 
Diam. of cylinder (H.P.) 0.685 m. (27 in.) .685 m. (27 in.) 


Diam. of cylinder (L.P.) 1.828 m. (72 in.) .828 m. (72 in.) 


° 
Diam. of cylinder (M.P.) 1.092 m. (43 in.) 1.060 m. (41? in.) 
I 

SHER) Os oon d00000000000 1.219 m. (48 in.) 1.219 m. (48 in.) 


The boiler installation of each ship comprises six cylindrical 
boilers having three furnaces each, and fitted with Howden’s 
forced draft. The working pressure is 13 kilograms (185 
pounds) per square inch. In each case the grate area is 32.13 
square meters (346 square feet). The Guadeloupe has ordi- 
nary heating surface of 1,255 square meters (13,509 square 
feet) ; while the Pérou has 932.7 square meters (10,030 square 
feet) of ordinary heating surface and 302 square meters (3,260 
square feet) of.superheating surface; a total of 1,234.7 square 
meters (13,290 square feet). 


Y 
Ze 
a 


SSE 


VALVE GEAR OF LOW-PRESSURE CYLINDER ON PEROU, 


The speed trials of both vessels, which were carried out 
under absolutely similar weather conditions, gave the following 


results: 

Guadeloupe. Pérou. 
September 9, 1907. 
13 kgms. (185 lbs.) 


IDEVO Gi HENS, 600000 
Boiler pressure..... 


February 6, 1908. 
13 kgms. (185 lbs.) 
Temperature of steam 


atwenpines errr 192° C. (377.6° Fahr.) 238° C. (460° Fahr.) 
Revolutions........ 88.19 88.47 
lial S (el tern Bae a an 6,585 6,750 
SPEC, coocoododd00 16.60 knots. 16.95 knots. 


These results were considered most satisfactory, both by the 
Postal Commission and by the owners of the vessels. 

A noteworthy feature is the constant temperature of the 
superheated steam. This temperature was taken at admission 
of steam to the engines by means of a Fournier recording 
thermometer. The diagrams obtained representing the tem- 
peratures of the steam, both during firing of the boilers before 
the trials, during the trials, and also while slowing down, and 
those taken during the first voyage in service show that the 
variations of temperature are very small, and do not exceed 
20 degrees C. (36 degrees F.) from the time of starting the 
engines to that of running at full power, which includes also 
the period of cleaning the fires. 

These results are very interesting, as being applicable also 
to the use of superheated steam in large turbines on board 
ship. The absence of sudden changes of steam temperature 
in turbine engines will prevent the apparatus from being ex- 
posed to sudden expansion and contraction, the effects of 
which might be serious. 


272 


International Marine Engineering 


JUNE, 1908. 


Published Monthly at 


17 Battery Place 
By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 


New York 


E. L. SUMNER, Secretary 
and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY GRAVES KOON, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Boston, 170 Summer St., S. I. CARPENTER. 


Branch 
Offices 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine Engineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 


no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be m 
our hands not later than the 5th of the month, to insure the carrying 
out of such instructions in the tssue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the rst of 
the month. 


Naval Disasters. 

The month of April of 1908 has been unusually pro- 
lific in disasters of a serious nature affecting war- 
ships. Strange as it may seem, the four most prom- 
inent cases of this sort have all fallen upon the 
shoulders of the Anglo-Japanese allies. Britain has 
lost three warships by collision, each vessel being prac- 
tically cut in two by the colliding ship, while Japan 
has just lost an old cruiser by an explosion, and more 
than two hundred of her crew went down with her. 

To recapitulate these losses, it is sufficient to state 
that early in the month the destroyer Tiger (383 tons 
and 30 knots; launched in 1900) was cut completely in 
two by the armored cruiser Berwick (9,800 tons and 
23 knots; launched in 1902), and thirty-six lives were 
lost from the destroyer’s crew. The accident occurred 
at night, during maneuvers. 

A few weeks later the American Line steamship St. 
Paul crashed into the cruiser Gladiator (5,750 tons 
and 20 knots; launched in 1896) and damaged her so 


severely that she sank in 20 minutes, with a loss of 
twenty-eight men. Scarcely had the echoes of this 
disaster disappeared than another followed on its heels, 
when the destroyer Gala (570 tons and 26 knots; 
launched in 1904) was cut in two by the scout Atten- 
tive (2,670 tons and 26 knots; launched in 1904) and 
sent to the bottom. In this case only one life was 
lost. 

The Japanese accident occurred early in the morn- 
ing on.the last day of the month, while the ship was 
at anchor in harbor. An explosion of a magazine in 
the cruiser Matsushima (4,277 tons and 16 knots; 
launched in 1890) sent the vessel promptly to the bot- 
tom with a loss of 207 men, many of whom were 
cadets, engaged in a practice cruise on this vessel, 
which was attached to the training squadron. This 
ship is interesting as having been, in 1894, at the 
battle of the Yalu, the flagship of Admiral Ito, and 
as having been instrumental in that memorable fight 
in the capture of a Chinese armored battleship, al- 
though none of the vessels in the Japanese squadron 
was armored. 

All of these accidents may be classed under the gen- 
eral heading of unavoidable. Two of them occurred 
during maneuvers at night, and may be set down to 
the natural risks run in operating ships of war during 
maneuvers, and at all other times; one of them oc- 
curred during a heavy fog accompanied by a severe 
snow storm, and a court of inquiry has exonerated 
from blame the officers of both vessels; the other oc- 
curred by an unforeseeable explosion, such as that 
which over two years ago destroyed Togo’s famous 
flagship, the Mikasa, while the vessel was lying peace- 
fully at anchor in a home harbor. It may also be com- 
pared with the disaster which overtook the French 
battleship Jéna a little more than a year ago, while the 
ship was in dry-dock in the dockyard at Toulon. The 
Mikasa has recently been repaired; the Jéna was so se- 
riously damaged as to be a total loss; and it is prob- 
able that the Matsushima, particularly in view of her 
age, will not be salved. 


Large Steam Yachts. 

In our present issue will be found descriptions of 
three of the largest privately-owned steam yachts afloat, 
all built during the past year for American owners by 
British yards. Each of these vessels is a splendid 
example of naval architecture, and is a decidedly no- 
table addition to the rapidly increasing fleet of steam 
yachts of the world. 

Perhaps the most significant feature of the whole 
thing is that, although these yachts are built for Ameri- 
cans, they were constructed all in Scotch yards, and 
two of them were of Scotch design.* The whole propo- 
sition appears to have been one where low cost of 


* To this list might be added a fourth large steam yacht—the Cassan- 
dra—launched from a Clyde yard in February, for an American yachts- 
man, and building from American designs. 


JUNE, 1908. 


International Marine Engineering 


273 


production was an important feature, notwithstanding 
the necessarily great wealth of the individual owners, 
and, of course, it goes without saying that, so far as 
cost is concerned, the Scotch yards can compete with 
any in the world. 

Numerous statements have been made from time 
to time regarding the financial relations between ma- 
rine construction in the United States and that in Great 
Britain and on the continent. When it comes to a 
question of quality there is perhaps little to choose; 
but the all-governing commercial item of cost militates 
so strongly against the American yards, as compared 
with their competitors, as to make it practically out 
of the question for these yards to obtain any business 
except that under the protection of the coasting trade 
laws, which require vessels engaged in that service 
to be built in American yards. 

While it would be idle for us to enter here into a 
discussion of relative wage scales, yet figures put into 
our possession two or three years ago, comparing 
wages in British yards with one of the- American 
yards, are significant. In the case of the British yards 
the figures show the average of twelve representative 
plants. There are thirty classes of employees com- 
pared in each case, ranging from draftsmen through 
the pattern, blacksmith, machine, boiler and joiner 
shop to ship carpenters, fitters, riveters and copper- 
smiths, with apprentices, helpers and boys under most 
of the several headings. In only eleven of the thirty 
cases cited does the American wage fall below double 
the British wage; in only five cases of these eleven is 
the excess less than 90 percent; in no case is this 
excess less than 70 percent. Comment is superfluous. 

A single example of this sort suffices to show good 
and sufficient reason why the American merchant ma- 
rine in the foreign trade, and the American shipyards 
in general, are in a very precarious position. With a 
wage scale approximately double that of their compe- 
titors : with material costing no less, and in some cases 
markedly more; with social aspirations and family ties 
operating in some cases to disparage business ability 
and technical training, for which they are ostenta- 
tiously substituted; with many glaring examples of 
financial juggling in connection with organization and 
reorganization ad infinitum; it is no wonder that pros- 
perity does not rest upon them. Until some measures 
are provided amelioriating these conditions, or in some 
way equalizing the differences existing in comparison 
with British and continental yards, it were idle to hope 
for any marked improvement. 


Steering Gear. 

Our notes in another column, covering steam steer- 
ing gear, have been prepared for us by four or five dif- 
ferent manufacturers in Britain and America. The 
first successful steam device for the steering of ships 


appears to have been inaugurated only forty-two years 
ago. Prior to that time reliance was placed almost en- 
tirely upon hand steering, and the burly arms of some- 
times as many as four quartermasters were required in 
heavy weather to keep a ship on her course. With the 
advent of mechanical means for performing this, one 
of the most important functions on a large ship, it has 
become possible to handle the vessel from whatever 
point of vantage may be most convenient, and the mus- 
cular effort required is practically negligible. 

A powerful combination of gears fitted for this pur- 
pose, and including in most cases worm gears of slow 
speed and great strength, have made it possible to con- 
centrate in a small space the agency for handling the 
rudder. As a general proposition, in merchant ships 
this is placed far above the waterline, many of the 
largest liners having the gear located in a small deck- 
house directly over the rudder head. In most warships, 
however, and in certain special merchant vessels, such 
as the Lusitania and Mauretania, the entire gear is lo- 
cated well below the waterline, and usually below an 
armored deck as well. Here it is entirely protected 
from a chance or a deliberate shot, and may be relied 
upon to do its work silently and efficiently, in accord- 
artce with the requirements of the man on the bridge. 

Accidents to rudders and steering gear, due largely 
to the shocks occasioned by impacts upon the rudder of 
heavy seas, are not infrequent; and as the blows are 
both sudden and severe, heavy construction is neces- 
sary to insure immunity from disablement on this score. 
With a twin-screw ship the loss of a rudder, or of 
proper means for controlling it, while sufficiently se- 
rious, may yet, by skillful seamanship, be largely neu- 
tralized, as was the case with the Kaiser Wilhelm der 
Grosse last fall. Sailing vessels, by a careful setting 
and manipulation of the sails, may in many cases be 
said to be largely independent of rudders, except for 
working in narrow waters. They may, moreover, 
being usually relatively small, be readily fitted with 
“jury” rudders, or some other makeshift device, which 
answers the purpose of bringing them safely to port. 

With single-screw steamers, however, in which by 
far the largest part of the world’s seaborne traffic is 
carried on, the problem is one of great moment, and 
anything which deranges the steering mechanism en- 
dangers the very safety of the vessel. The bulk of the 
ship is usually too great to be largely influenced by 
anything of the nature of a “jury” rudder, and reliance 
must be had upon meeting another vessel, and being 
towed into port—large salvage claims being a natural 
outcome of the situation. The familiar ‘‘ounce of pre- 
vention” adage is thus seen to be strictly applicable 
here. 

The great importance of the subject is thus apparent, 
and some of the inherent weaknesses of steering gears 
are pointed out in our article, in which most of the gen- 
eral types of gear are covered. 


274 


International Marine Engineering 


JUNE, 1908. 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


Mar. 1.| April 1. 
BATTLESHIPS. 
Tons. | Knots 
South Carolina..| 16,000) 18% | Wm. Cramp & Sons.. Jo00l| Cold 42.2 
Michigan....... 16,000} 184 | New York Shipbuilding Co.....| 45.0 48.6 
Delaware.. 20,000} 21 Newport NewsS.B.& D.D.Co} 12.77 | 18.1 
North Dakota. | 20,000! 21 | Fore River Shipbuilding (Commnna nated 25.7 
ARMORED CRUISERS. 
North Carolina.. | 14,500 Newport News Co............ 98. 99. 
Montanqa......- 14.500 35 Newport News Co............ 94.96 | 97. 
SCOUT CRUISERS. 
Ghester......:..] 3;750)|" 24 Bath Iron’ Works...........-. 98.38 | 99.1 
Birmingham,...| 3,750| 24 Fore River Shipbuilding Co....| 96.69 | 99.1 
Salem Migrant 8,750| 24 Fore River Shipbuilding Co... .| 94.31 | 95.2 
TORPEDO BOAT DESTROYERS. 
Number 17..... 700| 28 Wm. Cramp & Sons.. 6.88 | 12. 
Number 18..... 700) 28 Wm. Cramp & Sons.. coon) pk 10.8 
Number 19..... 700) 28 New York Shipbuilding Co.....| 8.4 11.5 
Number 20..... 700} 28 BathelronwWorkseeee eee eee 5.38 8. 
Number 21..... 700| 28 BathelronmVWiOLksSemern err 4.91 7.8 
SUBMARINE TORPEDO BOATS. 
Cuttlefish.......| — Fore River Shipbuilding Co:...| 99. 99. 
Number 13..... — — Fore River Shipbuilding Co....| 23. 30. 
Number 14..... — _- Fore River Shipbuilding Co....} 23. 30. 
Number 15..... — — Fore River Shipbuilding Co....| 23. 30.1 
Number 16..... — oa Fore River Shipbuilding Co....| 16.3 29.9 
Number 17..... = — Fore River Shipbuilding Co....| 7.5 10.3 
Number 18..... — = Fore River Shipbuilding Co....| 7.5 10.3 
Number 19..... — — Fore River Shipbuilding Co....| 7.5 10.3 


| 
| 
| 
| 


ENGINEERING SPECIALTIES. 


A Portable Pipe-Bending Machine. 


This can be driven by steam or compressed air, at 80 to 100 
pounds pressure, and will bend iron pipe, cold, up to 2 inches 
in diameter without filling, flattening or splitting the pipe. It 
is also claimed that right-angle bends can be made in 2-inch 
pipe in two minutes or less, thus efficiently doing the work 
almost as rapidly as the pipe can be fed to the dies. 

The piston is forced back on the return stroke by a spiral 
spring, projecting into a round boss of the cylinder head; the 
front head and piston rod requiring no packing. The end of 
the piston rod is supported in a crosshead, which slides in the 
guides. Six dies are furnished, and include sizes from 4 inch 
to 2 inches. The dies are easily and quickly changed, the 


PORTABLE PiPE~ BENDING MACHINE, OPERATED BY STEAM OR COMPRESSED AR 


female die being centered by a dowel in the angle plate, which 
is adjustable along the bed-plate, bolted in place, centered and 
supported against the thrust of the air piston by large dowel 
pins. The male die is centered and supported on the end of the 
piston rod, which projects through the crosshead. 

The truck shown in the illustration is an extra addition, and 
it is one which has proved so useful as to be almost an 
essential convenience. 

This machine was designed especially by H. B. Underwood 
& Company, 1025 Hamiilton Street, Philadelphia, Pa., for gen- 
eral use wherever it becomes necessary to bend pipe. 


A Tubeless Boiler. 


The odd device illustrated has been developed by G. R. 
Steward, 28 Victoria street, Westminster. The boiler consists 
of a series of cones with annular water spaces between and 
combustion chambers between the water spaces. The section 
which we show indicates that the two sides of each combustion 
chamber are thoroughly exposed to the heated gases,,so that, 
with the exception of the outer shell, the entire boiler surfaces 
may be considered as heating surface. In each of the conical 
annular spaces the thickest body of water is at the bottom, 
where the greatest heat is attainable from the fire. The various 
sides of cones are connected together by hollow stays, acting 
as passages for steam and water. 


Evaporation is very rapid, and in the interests of keeping the 
water at a constant level, a water belt, outside the main cone 
of the boiler, is. fitted, with direct communication to the outer 
cone of the boiler for water and for steam. A perforated pipe 
around the bottom of this reservoir is supplied with live steam 
for raising the temperature of the water in this section nearly 
to the boiling point before it enters the boiler. The cones vary 
in height, partly to give freedom to the gases at the bottom, 
and partly to give increasing steam space to the inner water 
chamber before the steam enters the superheater. The latter is 
composed of a coil of tubing, so arranged that it may be 
flooded when the fire is first lighted, to prevent burning out. 
Around the tops of several of the water columns are fitted 
perforated coils, through which water is passed, and this is 
flashed into steam on striking the inner sides of the water 
columns. 

From cold water steam was raised, without the use of the 
flash, in 2 minutes 3 seconds, and a pressure of 150 pounds was 
reached in 5 minutes 55 seconds from the start. Starting with 
hot water this same pressure was reached in 2 minutes 55 
seconds. 

A 1o-horsepower boiler of this type, tested in March of this 
year, had a boiler-heating surface of 30 square feet, a super- 
heater surface of I square foot, and a grate area of 1.4 
square feet. The ratio of heating to grate area was 21.5 to I. 
At a mean boiler pressure of 140 pounds there was evaporated 
during a four-hour test 608 pounds of water (4.4 boiler horse- 
power) from and at 212 degrees F., on a consumption of 43 
pounds of paraffin (kerosene). This shows an evaporation of 


JUNE, 1908. 


International Marine Engineering 


275 


14.1 pounds of water, standard, per pound of fuel. In this 
case the temperature of the superheated steam was 615 degrees 
¥®. Coal and coke have also been used as fuel in this boiler- 


A High-Pressure Spiral Piston Packing. 


Cobb’s piston and valve rod packing, manufactured by the 
New York Belting & Packing Company, Ltd., 91 Chambers 
street, New York, is designed especially for withstanding heat 


and the highest pressure. The rubber core of the packing 
is oil and heat proof, acting as a spring or cushion in holding 
the packing up to the rod. The outer covering is made of 
material not affected by heat. The lubricants employed are 
said to be entirely free from grits and acids. 

This packing is said not to get hard under any degree of 
heat, and is furnished either round or square, and either spiral 
or in straight lengths. When it is first put in, the glands are 
screwed up with a wrench, to give the packing the proper 
shape, then two or three turns are put in to compress the 
packing, the glands are then released again, and finally screwed 
up by hand until the packing is fully expanded. 


The Collin Steam=Pressure Regulating Valve. 


The illustrations are sectional views, at right angles to each 
other, of this device, type B, made by the Ohio Brass Com- 
pany, Mansfield, Ohio. Two features to which attention is 
called are the absence of springs for opening and closing the 
main valve, and the absence of dash-pots for cushioning; 
the valve cushions inherently when closing, and is balanced 
when open, its operation depending upon the pressure of the 
fluid passing through it. The steam enters the valve chamber 
B in such a way as to distribute its force evenly against the 
valve. It enters the chamber C through a small hole drilled in 
the main piston K. 

The spring case T carries the regulating spring U, which 
forces the diaphragm S upward against the pressure of the 
outlet side of the valve. The controlling valve chamber F 
connects with the main valve chamber C through the regulat- 
ing port H. This chamber contains the controlling valve G, 
which is held to its seat by the pressure and by the spring P. 
At the lower end, the controlling valve is also in contact with 
the diaphragm. 

As soon as the pressure in the outlet or service side begins 
to drop, the spring U forces the controlling valve from its 
seat, allowing the steam in the chamber C to pass through the 
regulating port to the controlling valve chamber and the outlet 
E. The pressure in the chamber C is therefore reduced below 
that in B; the main valve rises and permits steam to pass to 


the service side. When the pressure on that side has been re- 
stored, the diaphragm forces back the regulating spring and 
allows the controlling valve to seat. As soon as this occurs, 
the pressure in the chamber C builds up, and the main valve J 
starts to close. 

Below the main valve, guide wings M extend through the 


cushioning chamber D, and carry a supplementary piston L, 
which enters the port N when the valve is closed. When the 
main valve opens, it lifts beyond a point where steam cutting 
can occur before the supplementary piston opens its port. 
This is to prevent the cutting of the main valve and seat. In 
closing, the supplementary piston enters the port N, checking 
the flow of steam and allowing the main valve to come to its 
seat against a steam cushion, formed by high-pressure steam 
in the chamber D. 


The Fastnut Washer. 

This device is placed on the market by Fastnut, Ltd., 60 
Aldermanbury, London, E. C., and is particularly designed to 
hold nuts and screws tight, no matter what the vibration. It 
has been supplied to the British Admiralty and to many steam- 
ships. It is dropped over the bolt, teeth downwards, in place 
of the ordinary washer, andthe action of screwing up the nut 
flattens the teeth and holds the washer tight to the bolt. The 
spring flanges on top allow the nut to be turned, but prevent 
its slacking back. It is not necessary to put an extra strain 


i. 


iin 
a 


Al 


BEFORE USE 


SIDE SECTION IN USE 


on the thread of the nut by screwing up unduly tight, and no 
cotter pins are required. It goes without saying, however, that 
the head of the bolt must be thoroughly in place before the 
“Fastnut” is applied. ‘This washer may be removed, after the 
nut is unscrewed, by being pried up sufficiently to release the 
teeth, when it may be unscrewed from the threads without 


. damage to the bolt. 


The regular sizes in stock are fourteen in number, varying 
from 3/16 inch to 1% inches in diameter of bolt or screw. 
They are made of brass, and are fitted for either hexagonal or 
square nuts. 


276 


International Marine Engineering 


JuNeE, 1908. 


TECHNICAL PUBLICATIONS. 


Neuere Schiffsmaschinen. By H. Rosenthal. Size, 7 by 9% 
inches. Pages, 378; figures, 29. Berlin, 1908: Konrad W. 
Mecklenburg. Price, 10 marks (price of plates, 20 marks; 
complete work, 30 marks). 

In February of 1907 we mentioned the book of plates, 53 in 
number, measuring 1034 by 15% inches, and including a total 
of more than 1,200 drawings of the various parts of the 
machinery used on board warships and merchant vessels. The 
present text covers the same ground as these plates, being ex- 
planatory, not only of the drawings in themselves, but also of 
the methods of obtaining results as exemplified in the finished 
work. The book is divided into six parts and an appendix, 
covering, respectively, ships’ boilers, the main engines, auxiliary 
engines and apparatus, steam engines and motors for small 
vessels, steam turbines and ship construction, the latter item 
being very brief. The entire work is descriptive, there being 
practically nothing of a theoretical nature involved, and such 
illustrations as are used in the text are simply small sketches 
to supplement the more important illustrative material in the 
book of plates. 

The work is well printed, and may, we presume, be fully 
relied upon for the ground which it covers. 


Practical Shipbuilding; a Treatise on the Structural De- 
sign and Building of Modern Steel Vessels. By A. C. 
Holms. Text, 534 by 934 inches. Pages, 638. Plates, 1534 by 
1244 inches, 115 in number. London and New York, 1908: 
Longmans, Green & Company. Price, 30s. net and $10.00 net. 

This is the second edition, in two volumes, of a work which 
first appeared about four years ago. The text has been revised 
and some new matter added. During the four intervening 
years, however, neither the structural design of steam vessels 
nor shipbuilding practice has undergone any marked alteration. 
In a number of minor details, processes and appliances there 
has been alteration, and it is to take care of these items that the 
revision has been made. Two new plates are added to the 
volume of illustrations (there are no illustrations whatever in 
the text), and the work is believed to be now entirely up to 
date. 

The text is divided into two parts, of which the first deals 
with the design and arrangement of the various items entering 
into the structure of the ship, and covers about 450 pages. The 
second part deals with the operation of the drawing office and 
mold loft, and with the work as performed in the shipyard of 
bending the frames, making and using templates and the 
various parts of the general work of handling and working the 
materials and building a ship. An appendix, dealing with 
elementary considerations ‘on the strength and stiffness of 
beams, is followed by an unusually complete index, covering 
some 30 pages. 

Throughout the work the rules of Lloyd’s Registry are fre- 
quently mentioned, and are taken in general as the standard 
of constructive practice, though occasionally variations are in- 
troduced to conform to the practice of the British Corporation 
and the Bureau Veritas. Theoretical discussion, involving 
higher mathematics arid mechanics, has been avoided, although, 
of course, the results of such investigations are freely made use 
of as established facts. This renders the work much more 
valuable to the general reader, though detracting somewhat 
from its value to the special investigator; in the interests of 
limiting the size of volume, however, this method has been 
considered preferable to using a large amount of material 
which the ordinary reader would not need. To assist the 
investigator numerous foot notes refer him to the original 
sources of the information presented, so that the theoretical 
features of the various problems involved may be followed out 
in this manner. 

Throughout the work boldfaced catch heads have been used 


to call attention to the main items in the several paragraphs, 
and free use is made of references back and forth between the 
text and the plates. The latter, while entirely of the zinc pat- 
tern (except for a few half-tones illustrating shipyard tools) are 
very clear and well reproduced. They include details of every 
part of the ship’s structure, as well as general drawings, show- 
ing the arrangement of the principal compartments on ships 
of various types, the expansion of shell plating, the develop- 
ment of water lines and buttocks, and even such details as 
masts and rigging in steam and sailing vessels. The amount of 
information included is enormous, and the book is an exceed- 
ingly valuable portion of our literature on this subject. 


Profit Making in Shop and Factory Management. By 
Charles U. Carpenter. Size, 534 by 8% inches. Pages, 146. 
New York and London, 1908: The Engineering Magazine. 
Price, $2 (8s. 6d.) 

This work is a concise expression of the methods which the 
author has developed in connection with the National Cash 
Register Company and the Herring-Hall-Marvin Safe Com- 
pany, of which latter he is president. The contents appeared 
first in the form of a series of articles in The Engineering 
Magazine during 1907. They have been carefully revised, 
somewhat enlarged and rearranged, and now divided into 
chapters. The work was produced in the midst of the author’s 
labors in the management of a great manufacturing company, 
and was inspired by his keen interest in the promotion of 
better ideals in industrial organization. 

It is divided into fourteen chapters, covering, respectively, 
the reorganization of run-down concerns; the practical working 
of the committee system; the necessity for reports and their 
uses; the designing and drafting department; the tool room; 
minimizing the time of machine tool operations; the use of 
high-speed steel; the determination of standard times for 
machine operations; standard times for handling the work; 
standard times for assembling; stimulating production by the 
wage system; stock and cost estimates; the upbuilding of a 
selling organization, and effective organization in the executive 
department. 

The work takes up the defects in the various departments and 
methods of overcoming difficulties of this character; and is 
illustrated simply by tables or forms for cards for recording 
work in its various processes through the shop. Stress is laid 
upon the importance of putting the work in control of com- 
petent men, no matter what salary may be demanded. It is 
shown to be more expensive, in the long run, to employ an 
incompetent man at a low salary than a thoroughly competent 
man at several times this figure. The whole keynote seems to 


. be the obtaining of the best efficiency from every unit in the 


works, whether that unit be human or a machine built of iron 
and steel. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 
American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
1D), CG; 


880,018. APPARATUS FOR RELEASING SHIPS’ BOATS. 
JOSEPH FORCIER, SEATTLE, WASH. 


Claim.—An apparatus for launching boats comprising means for low- 
ering and holding a boat suspended in a lowered position, bases se- 
cured in cpposite end portions of the boat, catch members pivoted to 
said bases for engaging said means, spaced uprights fixed to said: bases, 
shafts supported for rotation in said uprights, keepers fixed to said 
shafts for holding said catch members against swinging, said keepers 
projecting from the outer ends of said shafts, a shaft rotatably sup- 
ported beneath said first named shafts and provided with an operat- 
ing handle, arms fixed to the other ends of said first named shafts, 
arms fixed to the last named shaft, and links connecting the arms of 
said shafts. One claim. 


JuNE, 1908. 


International Marine Engineering 


277 


873,084—_STEAM OR VACUUM GAGE. JAMES ELY, 8 CHAM- 
BERS STREET, NEW YORK. : 

Claim.—In a steam gage, the combination with a casing, a rotatable 
indicating hand and means for rotating same in the operation of the 
device, of a rotatably mounted scale carrying disk, means arranged 


within the casing for rotatively adjusting same and for locking the disk 
in its adjusted position, and a removable key by which access may be 
had to such adjusting means from the exterior of the casing. Three 
claims. 
Ieeueos: PADDLE WHEEL. OTTO BROWN, 
Claim 2.—In a propelling device for vessels, the combination of propel- 
ling blades arranged in pairs, each pair composed of two sets of blades 


SACRAMENTO, 


disposed on opposite sides of a common shaft in alternate manner, 
and with the blades of the same at an oblique angle and in con- 
trary position to the blades of the other set, said blades being adjust- 


able at varying angles with respect to the axis of rotation. Two 
claims. 
880,604. EXHAUST MECHANISM FOR EXPLOSIVE ENGINES. 


J. M. AND E. E. TRUSCOTT, ASSIGNORS TO TRUSCOTT BOAT 
MANUFACTURING COMPANY, ST. JOSEPH, MICH., A COR- 
PORATION. : 

Claim 3.—In combination with a boat having an explosive motor 
mounted thereon, exhaust mechanism for the motor, comprising an ex- 
pansion tank haying communication with the exhaust pipe of the motor, 


SSSSSSSSSSSSSSSSSSSS 


a part of said tank being located below the waterline, and an outlet pipe 
leading from the tank and extending through the bottom of the boat 


below the waterline thereof, the discharge end of said outlet pipe 
being free and unobstructed, and directed toward the stern of the 
boat. Eleven claims. 


Be BOAT-DETACHER. ERIK H. LINDMAN, SAN PEDRO, 

Abstract—The invention relates to means for securing and releasing 
boats, and has for an object to provide means whereby the boat may be 
automatically released by the action of the water in case of a vessel 
sinking; or by which the boat may be quickly released by hand when- 
ever desired. Six claims. 


881,446-—APPARATUS FOR UNLOADING VESSELS., AARON 
SCHWARTZ, BOSTON, MASS., ASSIGNOR TO AUTOMATIC 
RAPID UNLOADING COMPANY, BOSTON, A CORPORATION OF 
MASSACHUSETTS. 


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Claim 3.—In a movable carrier for sand, coal, and similar material, 
the combination, with a belt conveyer, of a hopper located with its 
discharge outlet above said conveyer, two slotted plates at said dis- 
charge outlet, one fixed and the other slidable, the walls of the slots 


therein being so inclined that the material will be cut through by the 
reciprocation of said slidable plate to effect a delivery; and means for 
reciprocating said slide. Ten claims. 
881,393—SHIP PROPELLER. 
HAGEN, DENMARK. 
Claim.—A propeller, comprising a shaft, a hub thereon, and wing- 
shaped propeller blades, each provided with an arc-shaped flange por- 


CARL J. H. FLINDT, COPEN- 


tion attached to the hub with which flange portion the blade is in con- 
tact throughout approximately the entire length of its inner edge, the 
broad ends of the blades being split in the direction of their movement, 
and the portion between the split and the hub having an angle to 
the axis of the shaft comparatively smaller than the angle of the outer 
portion. One claim. 


881,429.— APPARATUS FOR COALING VESSELS. LOUIS A. DE 
MAYO, OF NEW YORK, ASSIGNOR TO DE MAYO COALING 
COMPANY, NEW YORK, A CORPORATION OF NEW JERSEY. 

Claim 1.—In an apparatus for coaling vessels, the combination of an 


elevator, a boom adapted to be secured to a vessel, a tackle adapted 
to be secured to the boom and to the ton of the elevator, and a wind- 
ing mechanism mounted on the elevator and connected with the fall 
of the tackle. Nineteen claims. 


881,537. MEANS FOR PROPELLING 
BETHANY, MARS, ARKANSAS. 

Claim 1.—In propelling means for a ship, a casing of semi-circular 
form within each side of the ship, forming a chamber having an ex- 
tended top about at the waterline, and its open side in the plane of the 
outer wall, the flooring of the vessel and the top of the casing forming 


SHIPS. WILLIAM 


278 


International Marine Engineering 


JUNE, 1908. 


a double wall, a chambered hood secured to the ship’s side and _con- 
nected to the outer edge of the extended top of said casing and form- 
ing a watertight chamber overhanging the open side of the casing, 
and a propeller suspended by the flooring and supported in a bearing 
at the outer wall of the ship, and means for rotating said propeller. 
Two claims. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 
don. W. GC. 


22,506. SCREW PROPELLERS; 
ROATH, CARDIFF. s : 

In screw propellers having blades that meet at the geometrical axis 
of the boss, and are supported by arms connected to the boss, the blades 
are respectively united one to the other across the axis of the pro- 
peller, so that their edges are continuous. The surface of the blades 
is reduced in width towards the center, where they are supported within 
notches formed in the end of the boss. The invention is stated to be 
applicable to propellers for aerial or marine propulsion, as well as to 
fans and exhausters. 


PANS, BLE. W. BEEDLE; 


22,506. 
23,680. 


23,680.—SHIPS. G. B. HUNTER, WALLSEND-ON-TYNE. 

Sectional ships are constructed with detachable buoyant side portions 
extending to the bottom of the hull, to adapt them for passage through 
locks and canals of smaller dimensions than the ships. The width 
of the main portions of the hull is determined by the available width 
of the canals and locks, the sides are sloped to correspond with the 
lock walls, and the bottom is made double and utilized for water bal- 
last. The side portions are adapted to form water-ballast tanks, and 
also to be detached when it is desired to float the vessel in sections 
through the lock. The main parts of the ship are temporarily se- 
cured by bolts, rivets, etc., the various parts being separated when 
required by careening. 


23,074. ELASTIC-FLUID TURBINES. C. 
JEAN SUR MER, FRANCE. ; : 
The arrangement described comprises charging apparatus, explosion 
chambers, and nozzles adapted to deliver the products of combustion of 
any combustible gas to the blade passages of a parallel-flow turbine. Air 
is admitted to the charging-chamber by a pipe, and gas by openings 


WEDEKIND, ST. 


from one or more chambers. The mixture passes by pipes to the second 
combustion chambers, which are constructed of refractory material 
and are of any suitable shape. The securing plates and sparking plugs 
of such chambers are grouped round the charging apparatus. Cooling 
water may be circulated in the casing chamber, and may produce steam. 
A hollow needle, operated by a hand wheel, regulates the opening, and 
the small nozzle at the tip of the needle is itself regulated by another 
needle worked by a wheel. Steam from the water jacket enters and 
assists the gas in the nozzles. 


23,123. ELASTIC-FLUID TURBINES. P. GHELLI, AVELLINO, 
AND C. G. CAZZANI, SAVONA, ITALY. 

In a gas turbine, atinospheric air is caused to pass through the 
following cycle: (1) isothermal compression; (2) heating at constant 
pressure in a regenerator; (3) isothermal expansion in a turbine; and 
(4) cooling at constant pressure in the regenerator. The heat energy 


of the combustible gases, corresponding to the work done by the engine, 
is added during the third stage of the cycle. The turbo-compressor, ar- 
ranged end on to the driving turbine to balance end pressure, is pro- 
vided with a perforated casing and annular chambers from which water 
is delivered as spray. In this way, heat of compression is absorbed. © 
The compressed air passes through the pipes of the regenerator and 
then an automatic regulating valve to the turbine. The combustible 
gases are introduced from the annular chambers through openings 
in the casing, and the temperature is sufficiently high for ignition 
to be spontaneous. The exhausting mixture of air and combustion 
products at a high temperature passes by a pipe to the regenerator, 
and there parts with its heat to the incoming air. The form of 
the regenerator and the method of transferring heat may be varied. 
Liquid or gaseous combustible is drawn from a reservoir and compressed 
by a pump, and is forced through pipes in the interior of the regenerator, 
where it is vaporized if necessary, and heated. 


23,834. SHIPS’ BULKHEADS; COMPARTMENTS. J. J. F. 
ANDREWS, OLD CHARLTON, LONDON. 

Two watertight decks extend right across the ship, one being above, 
and the other below, the. waterline. The lower deck is curved or car- 
ried down to the sides of the vessel to meet the lower deck stringer. 
In addition, longitudinal watertight bulkheads are fitted, partial bulk- 


heads being worked between the watertight decks. The spaces at the 
sides may be utilized as coal bunkers. The construction may be ap- 
plied to battleships and cruisers, and to mail and passenger vessels. 


22,689. SHIPS’ HULLS. A. HUBER, WEIDENBACH, CO- 
LOGNE, GERMANY. 


In a ship with a flat bottom, having a rearwardly-ascending flattened 
portion of uniform breadth starting at a suitable distance from the 


stern frame, the sloped part, which is straight, curved, or of any other 
suitable section longitudinally, is flattened in cross section, and extends 
to the full width of the ship. The water, as it passes from beneath the 
ship, fills the space forward of the propeller and tends to help the ship 
forward by its pressure on the sloping surface. To prevent water from 
streaming laterally into the gap, the sides of the ship are extended down- 
ward to form side walls, upon which propellers may be carried. 


24,332. SHIPS. A. H. HAVER, NEWCASTLE-ON-TYNE. 

The hull is built with a longitudinal underwater projection on each 
side, the section of which is of greater dimensions parallel to the ship’s 
side than at right angles to it, and is smoothly curved so as to inter- 
fere little with any vertical movement. The projection may extend in 
straight or sinuous lines wholly around the vessel, or it may be con- 
fined to certain parts. The different forms of projections may be made 
integrally with, or attached to, the hull. They may be hollow and built 
up of plates; in smaller vessels, pneumatically-inflated projections can 
be used. They may be wholly or partly filled with cork, wood, or any 
solid or liquid filling. They act as stiffeners to the hull against hogging, 
sagging and crushing strains. 


24.558.—DRIVING-GEAR FOR SCREW PROPELLERS. E. 
MASSON, GRAVELINES, FRANCE. 

Relates to the propulsion of navigable vessels of that class in which 
the stuffing-boxes for the propeller shafts are dispensed with, the shafts 


rotating in tubes open to the water. The mechanism, which is driven 
by a sprocket-wheel provided with cranks and pedals, consists of bevel 
pinions, driving a vertical shaft, housed in a tube, and a horizontal shaft, 
through bevel gearing. The horizontal shaft is mounted in bearings 
above which are fitted inspection doors. The vertical shaft is carried 
by an adjustable bearing, regulated by screws fixed to the tube, and a 
footstep bearing. All bearings are either roller or ball bearings. 


‘A, oe 


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International Marine Engineering 
JULY, 1908. 


NEW JAPANESE TRANSPACIFIC LINERS. 


With the sailing from Hong Kong on June 2 of the steam- 
ship Tenyo Maru, and the approaching completion of her 
sister ship, Chiyo Maru, there has been begun a new service 
to San Francisco of the Toyo Kisen Kaisha (Oriental Steam- 
ship Company). These two ships, and a third now building, 
are the largest ever built in Japan, and are the first so built to 
be fitted with steam turbines. They are of about 13,500 tons 
eross register, and are propelled by triple screws, each 
actuated by a turbine of the Parsons type. The central screw 
is operated by a high-pressure turbine with a rotor 76 inches 
in diameter. The two low-pressure rotors are 106 inches in 


The auxiliary engines in the engine room are in nearly all 
cases fitted in duplicate as a protection against possible break- 
down. ‘There are in all twenty-eight sets of pumps, three 
evaporators and one duplex distiller. 
plant consists of two 75-kilowatt dynamos driven by com- 
The wiring is done on the double distribution 


The electric generating 


pound engines. 


box system, and arranged so as to be accessible in all parts 
of the ship. 

These vessels have a length over all of 575 feet; a length 
between perpendiculars of 550 feet; and a molded beam of 
63 feet. 


The depth molded to upper deck is 38 feet 6 inches, 


THE NEW TURBINE-DRIVEN TRIPLE SCREW STEAMSHIP TENYO MARU. 


Each shaft has a 
The reversing turbines, which are 


diameter and operate the side screws. 
diameter of 12 1/16 inches. 
of ample power to assure efficient maneuvering, are, as usual, 
incorporated in the low-pressure casings. ‘The turbines are 
designed for a working boiler pressure of 180 pounds per 
square inch, and will develop about 17,000 horsepower at a 
speed of 270 revolutions per minute. This is expected to 
give the ships a trial speed of 20 knots and a continuous sea 
speed of 18 knots. The propellers are three-bladed and of 
small diameter. 

The steam generating plant consists- of thirteen single- 
ended Scotch boilers, with a diameter of 15 feet 9 inches and 
a length of 11 feet 6 inches. Each boiler has four Morison 
suspension furnaces, and is operated under Howden’s forced 
draft. The aggregate heating surface is 37,660 square ‘feet, or 
2.21 feet per designed indicated horsepower. The boilers are 
arranged in two compartments, separated by watertight bulk- 
heads, and each set discharges the products of combustion 
into a funnel of elliptical shape, having major and minor 
axes 12% and 9% feet, respectively. Liquid fuel will be used. 


and 46 fect 6 inches to shelter deck. The height between these 
two decks is thus seen to be 8 feet. From the shelter to the 
promenade deck the height is 9 feet; from the promenade to 
the boat deck it is also 9 feet. With a maximum draft of 31 
feet 8 inches the displacement is 21,650 tons. 

Provision is made for 275 first class passengers, 54 inter- 
mediate passengers and 800 in the steerage. As these ships 
are to be operated in large measure in tropical waters and on 
a long run, the greatest attention has been paid to the ar- 
rangement of the quarters for these various grades of pas- 
sengers. Among other things is the provision of ample prom- 
enade space and liberal proportions in the living quarters. 
The ventilation system is said to be such as to insure fresh 
air, no matter what the weather. Each room is fitted with 
an electric fan and electric lights. while the system of heating 
may be controlled by each passenger in his own state room. 

The two upper decks (boat and promenade) are devoted 
entirely to first class accommodations. The shelter deck is the 
weather deck, and carries cargo gear at the forward and after 
ends. Amidships, under a deckhouse 280 feet long, are the 


280 


International Marine Engineering 


JuLy, 1908. 


THE LAUNCHING OF THE STEAMSHIP TENYO MARU; THE SHIP LEAVING THE WAYS. 


first class cabins and dining saloon. On the upper deck are 
quarters for the intermediate passengers, with a few first 
class cabins amidships. The main and lower decks are fitted 
largely for cargo stowage. The top of the shaft tunnels forms 
the lower deck and bottom of the after holds. 

The first class passengers are accommodated in ninety-six 
state rooms, in nearly all of which the 9-foot head room rules. 
On the promenade deck are four suites, containing in each 
case bed room, parlor, bath room and toilet. In addition to 
these suites are several so-called family rooms, containing two 
beds and one sofa, the latter being so arranged that it may be 
used as another berth. Each of these family rooms is en suite 
with another room, which can be used as a sitting room, and 
is provided with ample closet space. Inner rooms have been 
avoided except on the upper deck, where the state rooms have 
only one berth. In the furhishing of the rooms, brass and 
mahogany have been used extensively, and all of the appoint- 
ments have been designed with an eye to their artistic quali- 
ties. All the passageways and alcoves in the first class accom- 
modations are tiled with patent india rubber. 


The intermediate passengers are quartered in two-berth 
rooms, which are simply but comfortably furnished, and are 
provided with efficient heating and ventilation. These pas- 
sengers have a large dining saloon, a ladies’ room and a 
smoking room. The Japanese steerage is forward and the 
Chinese steerage aft on the main deck. The ventilation and 
sanitation are carefully provided for, and in cold weather the 
steerages are heated by the thermotank system. 

The purser and bureau of inquiry are located on the shelter 
deck, at the after end of which is a hospital and dispensary. 
On the upper deck is a printing office, from which will be 
published a daily paper containing news received by the wire- 
less telegraph equipment. The commissary departments are 
very elaborate, electricity playing an important part. The 
refrigerating plant insures a constant supply of fresh food. 
There are separate galleys for the Chinese and Japanese steer- 
age passengers.” 

For the carrying:of cargo the ship has six holds of nearly 
equal capacity, reached by eight hatchways. Each hatchway 
is provided with two winches furnished by Clarke, Chapman & 


THE LAUNCHING OF THE STEAMSHIP TENYO MARU; THE SHIP TAKING THE WATER, Q o 


Jury, 1908. 


International Marine Engineering 281 


THE SHIP AFLOAT. 


Company. There are in addition two 25-ton derricks for the 
handling of heavy weights. Twin capstans are fitted at the 
forward and after ends of the shelter deck. The anchor 
cables are 27% inches in diameter, and operate four. Hall patent 
stockless anchors. The anchors and cables weigh 90 tons. 


STERN VIEW OF TENYO MARU ON THE WAYS. 


There is telephonic connection between all working parts of 
the ship. The watertight doors to the numerous bulkheads 
are installed on the “Long-Arm” system, and in an emergency 
can all be closed simultaneously from the bridge. 

Among the other features might be mentioned a well- 
equipped gymnasium, a nursery, an auxiliary saloon, where 
private parties can be given, a dark room, a dancing floor on 
the after-part of one of the decks, with the piano at con- 
venient command, a lounging room where both coffee and 
cigars may be enjoyed, and the usual public rooms to be found 
on all vessels of the present day. 

All three ships are products of the Mitsubishi Dockyard & 
Engine Works, at Nagasaki, and have been built to conform 
with the requirements of Lloyd’s and of the Japanese govern- 
ment (as auxiliary cruisers). The turbines for the first two 
vessels have been constructed by the Parsons Marine Steam 
Turbine Company, Wallsend-on-Tyne. The turbines for the 
third vessel are being constructed by the Mitsubishi Company 
under license. 

The keel of the Tenyo Maru was laid in November, 1905, 
but delays in the transfer of raw materials from England 
held her back for possibly six months. About 8,000 tons of 
steel were worked into her before launching, which makes her 
the heaviest ship ever launched in Japan, or into the Pacific 
or Indian Ocean. She is the largest merchant steamer 
launched into these oceans, and also the largest turbine-driven 
passenger steamer built outside of Great Britain. Each ship 
has been so designed as to be used as an auxiliary cruiser in 
case of war, the armament to consist of six 6-inch, ten 3-inch 
and four machine guns. 


The report of the Bureau of Navigation of the Depart- 
ment of Commerce and Labor shows that during the month 
of April there were constructed in the United States 114 
steam and sailing vessels, aggregating 63,176 gross tons, Eight 
of these vessels, of which five were on the Great Lakes, ac- 
count for 46,152 tons. or 73 percent of the total. Five of these 
vessels, including the three largest, were built on the Great 
Lakes, while two were built on the Delaware River and one 
at San Francisco. In the total list the steel steamers account 
for sixteen vessels of 52,217 gross tons, or an average of 3,264. 
For May the figures were 116 vessels and 51,401 tons, of 
which ten steel steamers accounted for 43.952 tons. 


— 


” 


4 LO-Base-Uin Care 


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Section C-D 


Vi »S 
Platform Deck. VA a 


Jury, 1908. 


Platform Deck 


Base Line 


FORWARD 


AND AFTER PROPELLER STRUTS OF THE SHEATHED SEMI-PROTECTED CRUISER TACOMA, 


Jury, 1908. 


International Marine Engineering 


283 


A FEW CONSTRUCTIVE DETAILS. 
SPECTACLE FRAMES AND PROPELLER STRUTS. 
These two items are similar in application, though dif- 
ferent in detail. The spectacle frame of the steamships 
Mexican and Columbian is made of cast steel, and the rough 


Ppa pl be 


THE SPECTACLE FRAMES FOR PROPELLER 


casting weighed about 21,000 pounds. The center line of the 
boss for the propeller shaft is 8 feet 6 inches from the center 
line of the ship, and is 2 feet 3 inches below the bottom of the 
central part of the casting, which is 5 feet 6 inches deep. The 
fore-and-aft length of the casting proper is 2 feet 7 inches at 
the center line, and 2 feet 9 inches at the boss; the interme- 
diate section has a fore-and-aft dimension of 18 inches, the 
boss has a diameter aft of 36 inches, and forward of 38% 
inches. 

The after struts on the battleship Ohio are of cast steel, and 
weigh each 18,830 pounds. The center of the boss is 8 feet 3 
inches above the base line of the ship, and 13 feet out from 
the center line. The boss has a length of 3 feet 11 inches. 
The upper and lower arms of the strut are similar in section, 
measuring 26 by 7% inches, as shown in the sectional view. 
The center line of the lower arm meets the center line of the 
ship 5 feet 754 inches above the base line. 

The struts of the sheathed, semi-protected cruiser Tacoma 
are shown in another drawing. They are of manganese 
bronze, the after struts weighing 7,623 pounds each, and the 
forward struts 3,927 pounds each. The after struts have a 
section in each arm measuring 16 by 4 inches, and the for- 
ward struts 12 by 3 inches, each being an elongated egg- 
shaped form. ‘The center line of the boss at the after strut is 
7 feet 23¢ inches out from the center line of the ship, and 5 
feet 6 5/16 inches above the base line. This boss is 2 feet 


3%4 inches long. The center line of the boss of the forward 
strut is 6 feet 10 21/32 inches out from the center line of the 
ship, and 5 feet 7% inches above the base line. This boss is 
19 inches long. 


(To be Concluded.) 


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SUPPORT, ON THE STEAMSHIP MEXICAN. 


SAIL MAKING. 
BY ADRIAN WILSON. 

The setting of topsails is almost a chapter in itself, so few 
realize the importance of knowing how to set topsails. Affer 
setting the mainsail, many skippers will loose out the topsail 
and (1) sheet it out to end of gaff; (2) hoist it up as far as 
possible, and (3) try to tack it down, which after the first 
two operations is simply an impossibility and cannot be ac- 
complished. Referring to Fig. 16, remember that a jib-headed 
topsail is a triangular sail, the same as a jib. The topsail 
should be set as follows: (1) Hoist sail; (2) tack down— 
and the tack should always be provided with a good, strong 
purchase; that is, a reef tackle purchase, or tacked down at the 
winch, if there is one on the mast for such purposes—and last 
of all, it should be sheeted out. The sail should be so hoisted 
and tacked down that when sheeted out the clew is exactly 
in a right angle drawn from the end of the gaff to the top- 
mast, as indicated by line marked A (Fig. 16). If the sail is 
hoisted so high on the topmast that when sheeted out the clew 
is above the line A, the sheet pulls down the leach, and not 
only makes a tight leach, but the foot is not taut, and will 
always flow away to leeward. We very often have complaints 
that the foot is too long and they cannot get it to set. This is 
the reason: 

If the sail is not hoisted high enough the opposite occurs, 
and the foot is too tight and the leach slack (Figs. 17 and 18). 


do 
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International Marine Engineering 


JUuLy, 1908. 


CHalliard 


| Purchase 


Fic. 16. 


If we were to ask a sailing master to haul the jib sheet taut 
before the jib was hoisted to its place, very probably he would 
laugh at us and say it was an impossible thing to do. So it is 
with the topsail. It is a triangular sail, the same as the jib, 
and should be stretched on its luff before it is pulled out on 
the sheet. The object to be attained in setting the topsail is to 
put an equal strain on all three sides of the sail. 

It makes no difference if the topsail is cut with cloths 
parallel to the leach or at right angles to leach and foot, the 
greatest stretch in a topsail comes on the line F to B, Fig. 19, 
as this is directly on a diagonal of the cloth, and gives easily 
to a strain, so if the sail be sheeted out too far or too hard by 
the sheet, the clew B, instead of being at its designed point, is 
extended to a point represented by G, Fig. 19, and the sail is 
pulled out of shape. If the sail be hoisted to point A, then 
tacked down to point C, when the purchase is put on the sheet, 
the leach and foot will take an equal strain and the diagonal 
F to B will not be over-stretched, and the topsail will fit and 
set. It is a difficult matter to tell exactly when the sail is 
hoisted to the proper height on the topmast, and it is better 
to make several attempts and get it right than go ahead and 
spoil it and have an unsatisfactory sail or blame the sailmaker. 
Either go aloft on the mast-head and see that the clew B is 
on a right angle from mast to end of gaff, or, what is better, 
go off a little distance from the yacht in a small boat, and at 
a point at a right angle to the yacht, when you can always see 
if the sail is at its proper height in relation to the right angle. 
Then you will have a satisfactory sail, and save yourself and 
the sailmaker a lot of annoyance. The result will more than 
repay the trouble taken. By doing this you get the position of 
the distance the tack comes below the jaws of the gaff, after 
which you can set the topsail without trouble. We have so 
many complaints that the foot of a topsail will not stand flat, 
but flow off from the gaff, and it is always caused by setting 
the topsail too high. 

When the sail is new, remember that your mainsail is new. 


FIG. 17. 


FIG. 18. 


The peak is stretching up and the topsail stretches out. Con- 
siderable allowance has to be made in sail for this stretching, 
and the topsail is considerably smaller than the space it is 
finally intended to fill, and care must be taken to see that it is 
set in the proper position at first. The mainsail will stretch 
up. Consequently, the allowance for stretch on mainsail must 
be taken into consideration, and whatever the mainsail goes up 


THE SCHOONER YACHT TAORMINA IN WINDWARD WORK. 
(Photograph by N. L. Stebbins.) \ 


Jury, 1908. 


so the whole topsail will go up with it. In addition, some 
allowance is made for stretch on luff of topsail, so it will not 
do to hoist the sail two blocks over a new mainsail. (See plan 
of mainsail and topsail for new sails, with allowance for 
stretch of both sails, Fig. 20.) Here can be seen the position 
of these sails as they should be set by the dotted lines, which 


FIG. 19. 


represent the new sails, with proper allowance made for 
stretching. 

Now, let us take the foresail. I have taken the rig of a 
schooner to illustrate the setting of sails. It is a strange fact 
that, as a rule, the practice is not to set the peak of the main- 
sail enough, and to invariably overset the peak of the fore- 
sail. The foresail is a tall, narrow sail, and the boom and 
gaff are relatively light spars as compared with the main, and 
it is a very easy matter to set the peak too high. We want to 
suggest the following practice in setting the foresail: The 
luff or hoist should be set to its proper height with gaff hang- 
ing at about a right angle to the mast. Refer to Fig. 21, with 
luff set as suggested above. There should come a fair amount 
of strain on the diagonal. Suppose that the topping lift has 
been slacked. Now make the foresheet fast. After the sheet 
is belayed, peak the sail up until it becomes perfectly smooth 
and flat in its after part or leach. By setting the sail in this 
manner you do not overset the peak. 

As I have said, the foresail, with its boom and gaff, is light, 
and it is a very easy matter to overset it. If the sail is set 
without belaying the sheet, it may be very easily overset, as 
shown by dotted lines in Fig. 21, and the result will be that the 


International Marine Engineering 


285 


sail, instead of being spread out flat and smooth, will hang 
from the end of gaff, and the leach will be a perfect bag. Also, 
the gaff will have a tendency to swing off to leeward, so much 
so that it will be impossible to make a topsail stand on it with- 
out the topsail showing a decided tendency to flap. The gaff, 
swinging off so far, causes the upper part of topsail to be 
right in the wind. The over-peaking of foresail also throws 
the topsail almost completely out, as the distance from mast 
to end of gaff is thereby shortened (lines A-B and A’-b’) so 
much that it is impossible to sheet the topsail. We have often 
complaints of the foresail stretching up so much that the end 
of the gaff when tacking fouls the spring stay, when in reality 
the fact is that it has been simply a matter of setting the peak 
too high. We have often been called on board a yacht to 
look at the foresail, and on having the sail properly set we 
find the end of the gaff will clear the spring stay from 18 
inches to 2 feet. , 

We have, to a very great extent, overcome the difficulty in 
setting headsails by fitting the luff with steel wire rope in 
place of the hemp bolt rope. Often the case will be that the 
leach of a jib is too free and is inclined to whip. If fitted 
with a hemp luff rope it is more than likely that the sail is 
not properly hoisted, and often a pull on the halyard will 
remedy this fault, but the extra pull on the halyard should not 
be taken until the sheet has been slacked, as it is impossible to 
get the luff to its right place under these conditions, for the 
same reason as I have already explained in regard to the 
gaff topsail sheets. Also of great importance is the lead of the 
sheet. 


FIG. 20.—FULL LINES SHOW STRETCHED SAIL. 


DOTTED LINES SHOW 
SAIL WHEN NEW AND FIRST SET. 


Great care should be taken in planning head sails, particu- 
larly in regard to location of clew. Head sails have presented 
the hardest problem that the sailmaker has had to solve. He 
not only has had to work out the problem of making the sail, 
but he has also had to work out with the designer the proper 
proportions that a headsail should be in order to do the best 
My personal experience has taught me that the best 
headsails are those that are cut with high clews, both in the 
jib and forestaysail. The position of the clew should be so 
located that the lead of the sheet will be to a point on deck, 
or at the rail, that is not only going to be conyenient, but also 


work. 


286 


International Marine Engineering 


Jury, 1908. 


it must, above all, be so located that the sail will do its best 
and most efficient work. 

On the small-class yachts it is an easy matter to get the 
proper location of the jib sheet leaders in the following 
manner: Hoist the jib to its proper height on the luff, and by 
a temporary sheet fastened in the clew of the sail lead this 
aft to a point on rail so that you are bringing an exact, even 
strain on both leach and foot. Now, by going just a trifle 
further aft with your sheet, you relieve the strain on leach of 
sail, insuring a good, free leach. The sail when filled with 
wind will rise a little above the line of the point first found. 
This plan works in all headsails, but the same idea of the lead 
of the sheet in setting topsails will not work out in headsails, 
as the point of contact of the sheet to deck or rail is not on a 
right angle to the stay. 

On larger craft, when it is not practical to find the true lead 
as above, it will be found necessary to locate the leads from 
the sail plan. As can be seen by referring to Fig. 22, a plan 
that works out all right for a forestaysail and jib will not 
apply to a jibtopsail. The sheet for the jibtopsail will lead 
at nearly a right angle from the stay, intersecting the clew of 
the sail. As the jibtopsail sheet can be shifted fore or aft on 
the deck, this can be adjusted to get both leach and foot to 

Fi 


The forestaysail should not be longer on the foot than the 
distance from the stay to the mast. The clew should not come 
aft of the mast. In fact, if the clew in tacking swings entirely 
clear of the mast, the sail will do better work. The jib should 
overlap the forestaysail only a very little, as the luffs and 


: LAN eeae Beckes pa ee B’ 
\ 
Acs) yes AN eh ge 
7 \ 
L / He 
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/ \ 1 
jp. & \ 
Lae 
/ y \ 
/ \ 
i, \ 
/, \ 
oe a 
\ 
1s 
g 
6 
e 
= 
\ 
\ 
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2 
S \ 
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=| oO \ 
= " 
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SIG me Foot 
Wowie ae | 


FIG. 21. 


stand as desired. The location for forestaysail and jib sheet 
can also be found by drawing a line on the plan, starting from 
point A (Fig. 22) at the luff, and intersecting the clew of the 
sail at C. This point A should be about one-third of the dis- 
tance of luff from tack. Where this line ends on the deck at E 
will be the correct place for the leads of forestaysail, and 
where it ends at rail E for the jib. 

Another important point in headsails is to use great care in 
designing them, that they will not be too large for the spaces 


they fill; that is, to avoid having one headsail overlap another. 


( 


leach near the heads or upper parts are coming close to each 
other, and the wind, passing from the outer sail, will strike the 
one next aft and cause it to lift from the lee side, which, of 
course, is to be avoided. 2 
Balloon sails, also, should not be cut too large, especially a 
balloon jibtopsail. My experience has been that very often 
the best work of a balloon jibtopsail can be had by not giving 
it too much lap by the mast, or having its foot cut.too low. 
If this sail is too long on the foot it is impossible to trim it 
so as to avoid a considerable curve to the foot, which will have 
a tendency to cause the current of wind to flow back onto the 
lee side of the after lower sails, a condition certainly to be 
avoided. Many racing men differ as to the size of the spinnaker ; 
but the majority do not want this too large, and I agree with 
them on this point. I believe it has been demonstrated in our 
restricted classes, where the spinnaker can be of only a certain 
area, as prescribed by the rule, that by having the boom set 
from 5 to 6 feet above the deck, and the sail hoisted to the top 
of the mast, and the foot of sail well above water, better re- 
sults are attained than by using a shorter boom set near the 
deck, and the foot of the sail close to the water. 

So far, what we have had to say about sails and sailmaking 
has applied only to sails of the fore-and-aft rig. It is not our 
purpose in this article to go into a description of other rigs, as 
it is for the benefit of the yachtsman of to-day that we have 
written what we have on the subject, and the fore-and-aft rig 
is the only one that will interest him. The fore-and-aft rig has 
become universal with yachtsmen, on account of its superior 
windward work, and it is also much handier and more easily 
managed than other rigs; but there are other rigs that are also 


Juty, 1908. 


fast for windward work. It must not be taken for granted that 
the sloop or schooner rig is away and beyond all question 
faster in windward work than all others. It may be a sur- 
prising statement to some who read these lines to learn that a 
great many square-rigged vessels are remarkably fast in wind- 
ward work. While the square-rigger may not point as near 
the wind as the fore-and-after, still there are many that have 
made remarkable records in windward work. Of the different 
square rigs in use, such as the full rigged ship, the bark, the 
brig and the hermaphrodite brig or half-rigged brig, the latter 
rig has produced in the past many fast-sailing vessels, particu- 
larly in windward work. 

I have known several of these brigs that in the open sea, 
where they had the chance to work in tacking, would beat out 
a fleet of fore-and-afters in a day’s work to windward. The 
plan here given of the brigantine John McDermott (Fig. 23) 
is an instance. This brig has shown marked windward ability, 
and possibly the position of her spars had a great deal to do 
with this. In this relation let me call attention to the fact that 
a square-rigger, when braced up as sharp as possible on the 
wind, presents an example of our idea of draft in fore-and-aft 
sails from the very position of her yards in their relation to the 
center line of the mast, that carries out in the square sail just 
the same idea that we have tried to illustrate in the fore-and- 
aft sail. That the upper yards are not braced to such a sharp 


angle as the lower yards gives the square sail on each mast the 
same effect or curve as the mainsail or foresail of a schooner. 
Suppose we were on the royal yard and 


To illustrate: 


International Marine Engineering 


287 


make the windward work in less time. If the sails are kept 
full the boat will fairly work out to windward sideways; but 
if held too high or pointed too near to the wind will make 
some considerable leeway. The barkentine is also a good rig 
for windward work. I do not mean to make the statement 
that the square rig is as good as or the equal of the fore-and- 
aft; but that many square-rigged vessels are remarkably fast 
in windward work is the fact. The fore-and-aft rig presents 
many advantages, it being simpler and much more easily 
handled, and needs fewer men than the other rigs. There are 
also the lateen and lug rigs. 

The handling and care of sails is a very important item. 
It has always been the custom to haul sails out on the boom 
and gaff and make them fast to the spars permanently. The 
mainsail and foresail on a yacht should be slacked in on the 
boom and gaff when not in use. If the sail is at all damp or 
wet, it puts an undue strain on the. head and foot ropes, and 
if allowed to stand in this condition until it dries, or for some 
time, it becomes stretched, which should not be allowed to 
happen; so it is safe to slack the lashings at the end of the 
gaff, and slack up the outhaul on foot when furling the sail, 
so that it may dry out without being strained. Also, in 
furling sails it is a custom to roll the sail up tight and snug. 
This should be avoided. The sail, as it is lowered down, 
should be folded back and forth across the top of the boom, 
and secured with the sail stops. The stops should not be put 
between the foot rope and the boom, but should pass over the 
gaff and under the boom. If placed between the foot rope 


looking down on the lower yards in succession, we would see 
that they are not all braced alike, but as seen in the illustration 
of the barkentine Rachel Emery. Also it will be seen that 
these sails present a series of curves; and could they be made 
with the same care and handled with the same skill as the sails 
on a yacht, they would prove surprisingly fast in windward 
work. It is a fact that, while the square-rigger will not point 
so high or so near the wind as the fore-and-after, the reaching 
quality of her sails produces a very fast vessel, and she makes 
up in reaching what she lacks in pointing. Herein lays a point 
that every amateur should note. It is almost a universal fault 
that the amateur will invariably try to point his boat too near 
the wind and starve her, whereas, if he would only keep the 
sails full of wind the boat will every time reach faster, and 


and the boom, the stops, when pulled taut, stretch the foot 
rope, which should be avoided. 

Sails when dried after being wet should be hoisted, if pos- 
sible, to their exact shape, so that all parts of the canvas will 
be subject to the same strain. Then all parts will dry with an 
even strain, and should dry out alike. A great many different 
processes have been tried to keep sails from mildewing, some 
of which are very detrimental to the canvas. The best thing 
for new sails is to soak them in clean sea water; but the sails 
should be used for several days before doing anything of this 
kind to them, in order that all parts of the sails may be able 
to adjust themselves to the strains caused by the actual winds. 
Great care should also be used as to what conditions a sail is 


subject to when first used. It is better to exercise great 


International Marine Engineering 


Juty, 1908. 


THE BARKENTINE RACHEL EMERY. 


A GOOD SAIL, SHOWING DRAFT IN LUFF. ROSE DOROTHEA. 


(Photographs by N. L. Stebbins.) 


patience in this and give the sail the benefit of the greatest 
care, as sail should be set the first time only under the most 
favorable conditions, and these are a moderately warm day 
with light winds. Under no condition should a sail be reefed 
when first set, if we expect to get the best out of it. 

For mildew-proofing the following formula will be found to 
be a very good one and will not injure the canvas: . Dissolve 
I pound sulphate of zinc in 4o gallons of water; add 1 pound 
sodium carbonate. When dissolved, add 2 ounces tartaric 
acid. This holds the partially separate zinc carbonate without 
neutralizing the excess of the alkali. The canvas should be 
soaked in this solution for twenty-four hours. Then dry 
without wringing. 

As I have already said, more poor sails are made on yachts, 
by improper or careless handling, than are made in sail lofts. 
So I trust what has been written here may be of benefit to our 
friends and customers, and, if so, we shall feel that a duty has 
been accomplished which, while costing us no great effort, 
may be of value to all who are interested in the sailing yacht— 
large or small. 


Totally Dismasted. 

The illustrations depict one of the most unique marine dis- 
asters of recent years. They are taken from photographs of 
the dismasted schooner Sarah W. Lawrence, of Manasquan, 
N. J., just after that vessel was towed into Norfolk, Va., by 
the United States revenue cutter Onondaga, in the latter part 
of January. The Lawrence is a four-masted vessel of 1,301 
tons register, 217 feet long, 45 feet wide and 19 feet deep, and 
carries a crew of ten. men, including the captain; she is one of 
the pioneers of the large present-day fleet of monster coasting 
schooners, having been built in 1886 at Bath, Maine, and en- 
gaged in the coal-carrying trade ever since. 

While on her way from an eastern port to Newport News 
she was struck by the blizzard of Jan. 23, and leveled to the 
deck, not even the stump of one of her lofty masts projecting 
above the bulwarks. When the storm struck, her captain, 
one of the ablest and most experienced of coastwise navi- 
gators, shortened sail until only the fore staysail was left, 
and finally, when it became unsafe to run longer, anchored in 
twenty-five fathoms of water some 26 miles to the eastward of 


SHEE Sayan 
soe tit sored | 


THE SARAH W. LAWRENCE WAS TOWED INTO NORFOLK HARBOR TOTALLY DISMASTED. 


Jury, 1908. 


Winter Quarter Shoal lightship, off the coast of Virginia, and 
veered all the chain. The vessel was equipped with unusually 
good ground tackle, which held her even in that exposed po- 
sition, where the wind had a clear sweep of more than a 
hundred and fifty miles, and the seas were breaking over her 
bows, though she was without cargo and high out of the 
water. 

The sails were all furled, the booms lowered to the deck to 
relieve the masts as much as possible, and every precaution 
taken to insure the safety of the vessel. The wind and sea 
were terrific in their violence, and the spray which was flying 
froze wherever it struck, adding a weight of ice to the already 
overburdened spars and rigging, until, early on Friday night 
(the 24th) the vessel pitched so heavily that the rigging could 
stand the strain no longer, and the bobstays carried away; the 
fore and main masts fell together, followed the next minute 
by the two after masts in succession. As the huge sticks fell, 
they crushed everything in their path until they reached the 


International Marine Engineering 


289 


huge black hull looming above the horizon. Coming up along- 
side the schooner, a boat was lowered, though a heavy sea was 
still running, and a hawser taken on board and made fast. 
Upon going ahead the hawser, an It-inch manila line, was 
chafed in two by the jagged pieces of bowsprit projecting 
from the Lawrence's bow. The sea became rougher, and 
nothing more could be done that night, so the schooner was 
anchored again, and the Onondaga stood by until daylight the 
next morning, when the line was run again, and again chafed 
in two. The schooner’s starboard anchor chain was then la- 
boriously unshackled, and the hawser made fast to its end. 
After a few minutes of pulling, the hawser parted and the tire- 
some work had to be done anew. This time the line held and 
the Onondaga and her tow proceeded toward the Chesapeake. 
All that day (Sunday, 26th) the wind and sea increased, until 
by 8 o’clock in the evening it was blowing a strong gale, and 
the sea was very heavy. Added to this, some of the wreck- 
age hanging over the schooner’s stern fouled her rudder, 


A SCENE OF DEVASTATION—-THE AFTER DECK 


solid timbers of the vessel's hull. A great crescent-shaped 
hole was smashed in the stern, extending down to the tran- 
som beam; deck houses were splintered, bitts broken, rails 
demolished, and the decks covered with an almost inextricable 
mass of spars, sails, running and standing riggine and wreck- 
age. The two boats which the schooner carried were also 
destroyed. 

Miraculously no one was injured, the crew being all below 
decks except one man, who contrived to reach the after cabin 
companionway in time to avoid being struck by the masts in 
their descent. The masts were securely imbedded in the bul- 
warks and hull where they struck, and the frightful conse- 
quences of having them adrift and rolling about on the decks 
were thus averted, but, shocked by the terrifying catastrophe 
and with their lives now dependent only upon the anchor and 
chain, out of sight of land, at the very height ot the stormiest 
season of winter, theirs was an unenviable lot. 

On Saturday, the Onondaga, having herself ridden out the 
gale off the Delaware capes, was proceeding southward, when 
she sighted the Lawrence, a strange-looking craft, with her 


OF THE SCHOONER SARAH W. LAWRENCE. 


and it was only by heroic effort that she could be steered at 
all. As it was, she yawed about in the sea until about 10 
o'clock the hawser parted, and the vessel was compelled to 
anchor again, while the cutter stood by that night, all the 
next day and the next night, waiting for the sea to moderate 
sufficiently to permit a boat to be lowered to take the hawser 
to the schooner. 

At daylight on Tuesday morning the surf boat from the 
Onondaga succeeded in running a line to the Lawrence, and 
she was taken in tow once more. From this on, the weather 
conditions continued to improve, and shortly after dark the 
vessels passed in the Chesapeake Capes, and the Lawrence 
was anchored in Hampton Roads. 

Shipping men in Norfolk, where the schooner was towed 
the next day, say that she was the most completely disabled 
craft ever seen in that vicinity, and throngs of curious people 
visited her while she was at anchor in the harbor. 

A certain number of public vessels (revenue cutters) are 
designated to patrol the stormy parts of the American coasts 
during the winter months, to render assistance, whenever 


290 International 


necessary, to distressed mariners, and the wisdom of this pro- 
vision has perhaps never been more strikingly shown than in 
this case, which has attracted widespread attention, both in 
maritime circles and elsewhere, reflecting great credit upon 
Lieutenant At Lee, U. S. R. C. S., who commanded the On- 
ondaga, and upon the revenue cutter service. Captain Moore 
and the crew of the Sarah W. Lawrence expressed much ad- 
miration for what they called the “bull-dog tenacity” with 
which the Onondaga hung on in the face of many difficulties 
experienced in effecting their rescue from what was indeed a 
perilous predicament. 


THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY F. WALKER, M. I. E. E. 
HEATING BY ELECTRICITY, 


All electrical heating apparatus is based upon the fact that, 
when an electric current passes through a conductor, heat is 
liberated in direct proportion to the resistance of the con- 
ductor and to the square of the strength of the current. The 
formula is H = tRC*, where H is the quantity of heat liber- 
ated in time #, C is the current strength in amperes, and F is 
the resistance of the conductor in ohms. The formula may 
also be written, 

E*t 
H = ECt, or H = —.,, 
R 


where E is the difference of pressure in volts at the terminals 
of the conductor. Connection is made with the thermal system 
by the fact that HT is expressed in watts, the electrical unit of 
the rate of expenditure of energy, and that 17.58 watts equals 
one B. T. U. This matter is referred to again further on. 

Heating takes place in all forms of electrical apparatus, in 
cables, in the conductors forming part of the coils of dynamos, 
motors, ete., and also in all forms of eléctric lamps. But, in 
the case of cables and conductors forming parts of dynamos 
and motors, the heat is kept as low as possible, and in the case 
of lamps, the great object striven for is to obtain as large a 
conversion as possible of the heat waves into light waves. In 
heating apparatus the great object to be attained is of course 
heat, and therefore all electrical heating apparatus is designed 
with a high resistance, so that as large a quantity of heat shall 
be liberated as possible, within a given space. 

Electrical heating apparatus has so far divided itself into two 
branches, the luminous and non-luminous. Luminous 
electrical heating apparatus is merely an extension of the well- 
known The 
through the filament of such a lamp, it will be remembered, 


main 


electric incandescent lamp. current passing 
first liberates heat; and if the current is not of a certain definite 
streneth, only heat will be liberated, and the lamp filament re- 
mains black, but it is still giving out some heat, though the 
pressure 1s too low for the lamp in question. When the pres- 
sure and the temperature are a little higher, the lamp becomes 
red, a larger amount of heat is given out, and the small quan- 
tity of light possessed by the red rays. As the pressure and 
the current are increased, the lamp becomes gradually brighter, 
finally assuming the well-known yellow tinge, or, if allowed, 
becoming white hot. In all cases, however, whatever the color 
of the filament, and whatever the temperature to which it may 
be raised, the whole of the electrical energy delivered to it 
eventually becomes heat, and is delivered to the air of the 
room in which the lamp is fixed. 

Under ordinary circumstances, the carbon filament incan- 
descent lamp converts from about 3 to 5 percent of its heat 
into light, but the light rays are, so far as is known at present, 
reconverted into heat in the room.’ The action is the same as 
the action of the sun’s rays upon a greenhouse. It is well 
known that it is the light rays of the sun which cause the 


Marine Engineering 


Jury, 1908. 


heating effect in the greenhouse, very much more largely than 
the heat rays. Glass is transparent to light rays, and they 
pass through the glass into the greenhouse, as through the 
glass of the incandescent electric lamp, and are converted into 
heat waves on the other side. In the case of the greenhouse, 
as glass resists the passage of heat rays through it, the con- 
verted light rays cannot escape so easily as they passed into 
the greenhouse, and the temperature is raised. Similarly, the 
light rays from the incandescent electric lamp become heat 
rays on passing out into the room, and the remainder of the 
electrical energy delivered to the filament becomes heat within 
the filament globe, and heats the globe in the well-known 
manner, the heat being then transmitted to the air of the 
room in the usual way. 

Consideration of the two types of heaters, luminous and 
non-luminous, makes it evident that where continuous service 
is desired, a heater which depends on the setting up and circu- 
lation of air currents passing through it gives the best results. 
If immediate heat is required the luminous radiator is prac- 
tically instantaneous. It heats the person rather than the air 
in the room, the latter being warmed only indirectly from the 
heated surfaces on which the rays from the radiator may fall. 
For immediate, localized heat, for warming the person, it has 
no superior, and this fact often permits the use of electric heat 
where it would otherwise be far too expensive. This distinc- 
tion should be clearly emphasized if an intelligent application 
of the two forms is to be made. 


FIG. 19.—GLOW-LAMP RADIATOR AND METER. 


SAPPLIES, LTD. 


ELECTRIC HEATING APPLIANCES ON SHIPBOARD. 
Recognizing the vast possibilities in the application of elec- 
tricity to heating, many manufacturing electric companies have 
developed a variety of special devices which have already won 
such favor that it seems certain they will be as commonly 
used as the incandescent lamp. A ship’s lighting plant, usually 
of more than ample capacity for its intermittent load, offers at 
once an available source of supply, which, utilized for cooking 
in the galley or heating in the staterooms, would provide 
numerous real and profitable conveniences with small increase 


in cost. 


Jury, 1908. 


International Marine Engineering 291 


The electric heater is ideal for stateroom use. It is com- 
pact and neat in appearance, and easily turned on and off, thus 
admitting of regulation of temperature for each individual 
room. It is connected by simple wiring, which is more flexible 
than steam piping. The wires take little space and can be run 
anywhere, while steam pipes are bulky and apt to leak, and 
necessarily heat the spaces through which they pass. It 1s safe 


to say that the electric radiator, although deriving its heat in- 
directly from steam, is no less efficient, when the losses due to 
leakage and radiation are taken into consideration. 


FIG. 20.—GLOW-LAMP RADIATORS WITH METERS ATTACHED. 


GLOW-LAMP RADIATORS, 


Forms of what are termed glow-lamp radiators are shown 
in Figs. 19 and 20. They are now well known, and consist of 
from two to four specially made carbon filament incandescent 
lamps, usually 9 inches long, with a single horseshoe filament, 
approximately double the length of the lamp; the two, three 


FIG. 21.—BRITISH THOMSON-HOUSTON EDISON RADIATOR 


LAMP. 


or four lamps being held in some ornamental fitting, usually 
with a reflector behind them, and arranged to throw the whole 
of the rays from the lamp out into the room. The apparatus 
is fitted with switches, arranged to connect one, two, three or 
four lamps, as required, so that the heat delivered to the room 
may be regulated within these limits. Fig. 21 shows one of 
the lamps, by the British Thomson-Houston Company, and 
Fig. 22 shows King Edward’s cabin on board the royal yacht, 
heated by one of Dowsing’s luminous radiators. 

Some makers are also providing electric radiators with glow 
lamps, of the pattern described, inside of various inclosures, 
the appearance being very much the same as that of the non- 
luminous radiators or convectors described further on. In one 
form, two or four lamps are inclosed inside a cylindrical 
copper or brass case, with perforations, the whole apparatus 
standing a little off the floor. The idea here is that the air 
passes under the apparatus, up over the lamps, and out through 
the perforations at the top and the side. This is shown in Fig. 
23. Other forms are almost copies of the non-luminous ra- 


FIG. 22.—KING EDWARD’S QUARTERS ON THE 


ALBERT. 


ROYAL YACHT VICTORIA AND 
diators. They are rectangular in form and inclose two or four 
lamps inside a framework, raised slightly from the floor by 
feet, and the front of the apparatus being closed by slips of 
ruby glass, the effect is pretty. There are also other forms of 
The British 
Prometheus Company has also introduced glow-lamp radiators, 
in which the lamps are maintained at only red heat. 


this arrangement on something the same lines. 


aK 


+, 
& 
iatabat 


FIG. 23.—GLOW-LAMP RADIATOR. 


THE EFFECT OF THE LIGHT RAYS. 


It should perhaps be mentioned, en passant, that it is claimed 
by makers of glow lamp radiators that the light rays issuing 
from the glow lamps have an important office, and, in the 
writer’s view, this is strictly correct. It will be remembered 
that white light is made up of the different colors forming 
the solar spectrum, as we see it in the rainbow, and that the 
rays forming the different colors have different wave lengths, 
different periods and different properties. Thus, the red rays 
have comparatively long waves, about double the length of the 
violet rays, and their property is principally heating. The 
violet rays at the end of the spectrum 


opposite have 


202 


International Marine Engineering 


Jury, 1908. 


comparatively short waves, and the principal property is ac- 
tinic or chemical. It is the violet rays which are most useful 
in photography. 

Between the violet and the red is a long range of rays of 
different colors, whose properties vary, most of them haying 
been thoroughly worked out. Apparently the yellow rays are 
those which do most in the direction of furnishing light. 
Glass and some other substances, the human skin of the white 
man being one of them, according to some experiments that 
have been made, are apparently transparent to the yellow and 
green, and some of the other waves at that end of the spec- 
trum, the waves after passing through the glass or the skin 
being transformed into heat waves.: This has been mentioned 
as the cause of the heat produced in greenhouses when the 
sun is bright. 

Mr. Dowsing’s work also in connection with the use of the 
electric glow lamp, of the type described for heating, in con- 
nection with therapeutics, has shown that the light waves 
have a very important effect upon the human body. The elec- 
tric light bath is now well known, and its effects are produced, 
it is believed, by the light rays issuing from the lamps, and 


FIG. 24.—PROMETHEUS STATEROOM HEATER, ELEMENTS AND DETAILS. 


not by the heat rays. Another peculiar feature about them 
is, according to Mr. Dowsing, that the pigment under the skin 
of the black man is not transparent to the light rays. Thus, 
one cannot give a black man an electric light bath. It does 
him no good. This would apparently be the reason why the 
black man can stand the sun’s rays. It is not the heat rays 
which trouble the white man so much as the light rays, which 
pass through his skin, there becoming heat; while they do not 
pass through the pigment in the black man’s skin. 

It will be seen that this has an important bearing upon the 
question of the warming of living rooms, whether on shore 
or afloat. Everyone is familiar with the prejudice, as it is 
thought to be, in favor of a bright, glowing fire; and it is 
not the fire of red coals that is liked, but one in which white 
or yellow flames are dancing around the grate bars. If the 
above reasoning is correct, this tendetcy, like so many others, 
is well founded, and the light rays have an important func- 
tion in the matter of heating. If so, also, the luminous radiator 
should have an important office to fulfil in the problem of 
heating saloons, cabins, etc. In the writer’s experience, when 
away at sea, nothing is more pleasant than a bright light in 
the mess or in one’s cabin, and a bright radiator will probably 
have the same effect. 

The lamps in question consume one-quarter of.a kilowatt 


per hour. That is to say, with the usual 1too-volt service em- 
ployed on board ship, each lamp would take 2% amperes; a 
radiator of two lamps, suitable for a small cabin, 5 amperes; 
one of four lamps, suitable for a larger cabin, 10 amperes. 
The question of the quantity of heat liberated by the radiators 
will be dealt with further on. 


NON-LUMINOUS HEATING APPARATUS. 


In the other forms of electric heating apparatus, which are 
very numerous, conductors, or, as it would probably be more 


FIG. 25.—PROMETHEUS HEATER, WALL TYPE. 

correct to call many of them, semi-conductors, are arranged 
in various forms, so that electric currents can be delivered 
to them, and so that the conductors, or semi-conductors, can 
deliver their heat to the air surrounding the apparatus. 

One well-known form of -non-luminous radiator, made 
both in America and the United Kingdom, is known as the 
Prometheus. It consists of strips of mica, upon which a con- 
ductor has been deposited in a layer or film. ‘The strips 
of mica are provided with clips at the ends, in connection with 
the powdered conductor, and these clips form the connection 
to the source of current. Fig. 24 shows the heating elements. 
The mica strips with their clips, which are called heating 
elements, are built into various forms of apparatus, known as 
“convectors,’ some of which are shown in Figs. 25 and 26. 


FIG. 26.—PROMETHEUS HEATER, FLOOR TYPE. 


=—— 


TT 


t 


Unit with Ribs on 
one side only 


Unit with Ribs on 
each side. 


FIG. 


In the usual arrangement there are two metallic uprights, 
forming the connection to the supply service, and the heating 
elements are bridged across between the uprights, the whole 
being inclosed inside of some ornamental arrangement, which 
may be cylindrical, rectangular or any other convenient form, 
and which usually has either perforations in the body and at 
the top, or the equivalent. The whole apparatus stands a 
little off the floor, the air passing under, up over the heating 
elements, and out into the surrounding atmosphere. 

Another form, made by Messrs. Isenthal, consists of metallic 
resistances, inclosed within a substance whiclt is an insulator, 
and which is also highly refractory. The metallic resistance is 
arranged to have low coefficients, both of expansion and of 
increase of resistance, so that there may be no change in the 
form of the heating elements when in use. The heating 
elements are sometimes made with ribs, as shown in Fig. 28, 
and there built up into circular or rectangular forms, as shown 


ou 
SO ai 
Ose, 


> 


SS 
eS 


G * 04 
ile 
t 


GI 


© 
i ROSS 5 
Hiaaare 


fl 


RAU ZURICH= 


. 29.—CIRCULAR ELECTRIC HEATER. FIG. 30.—BATTERY FOR SAME. 


Circular Unit with 


Ribs. 


28.—ISENTHAL’S HEATING ELEMENTS. 


Unit with Smooth 
Surface 


FIG- 32.—ISENTHAL FLOOR-HEATING APPARATUS. 


FIG. 381.—ISENTHAL FLOOR-HEATING APPARATUS. 

in Figs. 29 to 32, and inclosed in various ornamental devices, 
the arrangement being the same as that of the Prometheus. 
Other firms have other substances. Messrs. O. C. Hawkes, 
Ltd., London, have a special wire which they claim will stand 
a temperature of 1,000° F. The Simplex Electric Heating 
Company, Cambridge, Mass., uses conductor embedded in white 
enamel, which is fused at high temperature, the enamel pro- 
viding the insulation and also being very refractory. The 


Unit. 


FIG. 33.- 


Cartridge 


Unit. 


HEATING ELEMENTS. 


Quartz Enamel 


GENERAL ELECTRIC 


34.—GENERAL 


FIG. ELECTRIC STATEROOM HEATER. 


204 


International Marine Engineering 


Juty, 1908. 


General Electric Company, Schenectady, uses a high resistance 
conductor, coiled into various forms, and covered with a 
highly-resisting quartz enamel. Forms of these heating ele- 


ments are shown in Fig. 33, and a stateroom heater in Fig. 34. 
(To be Continued.) 


the United States Department of Commerce. In design and 
arrangement, special attention has been given to the require- 
ments of the American emigrant trade. The vessel will be 
one of the most complete in this service. 

Accommodation is provided for over sixty first class pas- 


THE AMERICO-ITALIAN STEAMSHIP ANCONA ON TRIAL. 


THE AMERICO-ITALIAN EMIGRANT STEAMER 
ANCONA. 


BY BENJAMIN TAYLOR. 


Early in January, Workman, Clark & Company, Ltd., 


launched from their north shipyard, Belfast, the first of two 
steamers built by them for the Italia Steam Navigation Com- 
pany, of Genoa. As the vessel left the ways, she was named 
Ancona. The new ship is 500 feet in length, has a gross ton- 


nage of 8,900, and has been specially designed for passenger 


service between Genoa, Naples, and New York. She has been 
built under the special survey of Lloyd’s and the Registro 
Italiano for the highest class in their registers, and also ful- 
fils all requirements of the Italian mercantile marine, and of 


sengers in staterooms in the promenade deckhouse, with a 
large dining saloon, with music room and lounge adjoining, 
placed at the fore end of the deck house. Emigrant accom- 
modation is arranged in the bridge deck house, in the poop, and 
on the main and lower decks forward and aft. The berths are 
fitted in blocks, two high, and accommodation is provided for 
about 2,500 persons. Dining spaces for emigrants, furnished 
with strong tables and forms, are arranged in the bridge space 
and on the main deck amidships. The sanitary arrangements 
throughout the vessel have received special consideration. A 
special feature is the ventilation of every compartment, both 
by natural and artificial means. 

A complete installation of steam heating is fitted throughout 


THREE FOUR-FURNACE BOILERS AND UPTAKES, ITALIAN EMIGRANT STEAMER ANCONA. 


JuLy, 1908. 


International Marine Engineering 


295 


HOISTING ABOARD THE RUDDER QUADRANT AND A SECTION OF FUNNEL. 


the first class accommodation, captain’s, officers’, and crew’s 
quarters. A large space has been set apart on the lower and 
orlop decks aft for the storing and preservation of fresh meat, 
fish, butter, eggs, and milk, and there is an efficient installa- 
tion of refrigerating machinery. 

The propelling machinery consists of two three-crank triple- 
expansion engines, driving twin screws. The cylinders are 26, 
43 and 71 inches in diameter, respectively, and the stroke is 4 
feet. Internal liners are fitted to both the high-pressure and the 
intermediate-pressure cylinders; and the valves for controlling 
the steam and exhaust to and from these cylinders are of the 
piston type, with adjustable packing rings. The low-pressure 
cylinders are fitted with double-ported slide valves and im- 
proved balance pistons. All the hand gear for controlling and 
starting the engines is conveniently grouped, and arranged so 
as to be manipulated from the starting platform. Direct-act- 
ing engines of the steam and hydraulic type are provided for 
reversing the main engines, which develop 7,500 horsepower. 

The condensers are built independent of the main engines, 
and contain an exceptionally large cooling surface, to deal effi- 
ciently with the exhaust steam passing from all the machinery 
when trading in tropical climates. Two large centrifugal 
pumps, by the builders, are provided for circulating the neces- 
sary cooling water through the condensers. Edwards’ patent 
air pumps, with the necessary feed, bilge, and sanitary pumps, 
are worked by levers and links off the main engines, the two 
latter pumps being of specially large capacity. The propellers 
are of the built-up type, and are fitted with blades of manga- 
nese bronze. 

The feeding of the main and auxiliary boilers is effected by 
two of Weir’s patent automatic feed pumps, working in con- 
junction with a large feed-water heater of the same make. All 
the feed water, in passing to the boilers, is properly filtered. 
Independent pumps of Weir's make are provided for the 
special duties and requirements of the ship, including a large 
ballast pump, a fresh water pump, an auxiliary feed pump, 
besides separate pumps for the sanitary, wash-deck, fire, and 
other services. 

The machinery for supplying electric current for lighting 
the vessel, and for other motive purposes, consists of three sets 
of vertical compound engines and dynamos of large capacity, 
the engines being direct-coupled to the dynamos. In connec- 
tion with the insulated spaces for provisions, etc., a large re- 
frigerating plant is fitted up in the main engine room, supplied 
by J. & E. Hall, London, and worked on the CO: principle. All 


STEAMER ANCONA. 


the auxiliary plant is arranged in the main engine room, with 
the exception of the electric installation, which is arranged in 
a separate compartment on the lower deck, and is easily ac- 
cessible from the engine room. 

There are three large double-ended main boilers, and two 
auxiliary boilers, all arranged to work at a pressure of 200 
pounds per square inch. Each of the main boilers has eight 
furnaces, provision being made to supply air under pressure on 
Howden’s forced draft system. Two large fans are arranged 
in a suitable recess in the cross bunker for this purpose. The 
stokeholds are well ventilated, and are fitted with all the latest 
appliances for expeditiously discharging the ashes overboard. 


BOW VIEW OF THE ITALIAN STEAMER ANCONA ON THE STOCKS, 


296 


International Marine Engineering 


JuLy, 1908. 


Special tramway lines and tipping bogies are also provided, for 
rapidly conveying the coal from the bunkers, for firing 
purposes. 

The five holds, into which the cargo space is divided, are 
spacious and free from obstruction, the hatches are large and 
easily accessible, the winches are numerous and powerful, and 
the derricks, swung from the masts and derrick posts, are 
plentiful, thus making it possible to handle a full cargo in the 
shortest possible time, and with the least amount of labor. 
The life boats are handled by Welin quadrant davits. 


is not a perfect gas, yet we can reduce its pressure by causing 
it to occupy successively larger volumes. The steam, in ex- 
panding, will exert against the piston of the cylinder in which 
the expansion is effected a constantly decreasing pressure, and 
this pressure can be used for doing external work. If the 
pressure against the piston were constant, the work done 
would be the product of the total pressure upon the piston and 
the distance through which it travels; but as the pressure is 
constantly decreasing, we must obtain in some way the aver- 
age or mean pressure acting, and multiply that by the dis- 


THE ANCONA ALONGSIDE CRANES FOR INSTALLATION OF BOILERS AND FUNNEL. 


MARINE ENGINE DESIGN.* 
BY EDWARD M. BRAGG, S. B. 

The object of any heat engine is to reduce the temperature of 
the working fluid, this reduction of temperature being caused 
by the conversion of potential energy into work. In some re- 
spects the working fluid may be likened to a certain weight of 
water falling through a certain height. A turbine may be 
placed at the foot of the fall, and all of the energy of the 
water converted into work in one stage. A second turbine may 
be used half way down the fall, and the tail water from this 
turbine used to run the turbine at the foot of the fall; thus 
converting the potential energy of the water into work in two 
stages. In the same way, the conversion of potential energy 
into work may be divided into three, four, or more stages. In 
the heat engine, the range of temperature through which the 
working fluid can fall is similar to the head of water; and 
this range of temperature may be divided into two, three or 
four stages, as may seem best. When so divided, we have com- 
pound, triple, and quadruple-expansion engines. These terms 
apply to the number of stages employed—not to the number of 
cylinders. 

While, in the steam engine, the reduction of temperature of 
the steam used is the object striven for, yet we are accus- 
tomed to deal with the temperature only indirectly. If the 
steam is saturated, a given temperature of steam will be ac- 
companied by a certain pressure, so that when we reduce the 
pressure of.the steam as low as possible, we are also reducing 
the temperature. In many ways it is more convenient to deal 
with the pressure of the steam, but the connection between 
pressure and temperature should not be forgotten. 

A reduction in the pressure of a gas may be obtained by 
causing it to occupy a larger volume, and while saturated steam 


* For the sake of simplicity the title of this article is MARINE ENGINE 
DESIGN, but it is desired to direct attention as well to the desirability of 
systematic data-keeping. Whenever possible, coefficients and factors of 
safety should be determined from data of similar engines working under 
as nearly as possible the same conditions. In this way only can it be 
claimed for an engine that it is designed for its work. Only the main 
points of marine engine design will be taken up, but the proportions of 
other parts can be determined in a similar manner. 


tance moved, the result being work done over that distance. 

If the relation between pressure and volume is one that can 
be expressed mathematically, such as, for instance, P1V1 = PV, 
we can obtain the average pressure quite easily; but, unfortu- 
nately, the relation between the pressure of the steam and the 
volume occupied by it as it passes through the engine cannot be 
expressed in any such simple way. In Fig. 1 are shown some 
curves giving the relation between steam pressures and yol- 
umes, obtained from the indicator cards of numerous engines. 
The volumes used are the total volumes in the cylinders up to 
cut-off, including clearance, and the pressures are the abso- 
lute pressures at cut-off. It can easily be seen that no two 
engines would necessarily give the same curve of relation of 
pressures and volumes. 

Suppose that we have two engines with high-pressure cyl- 
inders of the same size, taking steam at the same pressure, 
and the same pressure and volume in each at cut-off. Suppose 
that the same work is done in each, and the mean back pres- 
sures are the same in each. The pressures at cut-off in the 
next, or medium-pressure, cylinders will depend upon what 
happens to the steam in passing from one cylinder to the other. 
If the relative location of cylinders is different, so that the 
steam has to pass through longer pipes in one case than in 
the other; if the steam speeds used are different; if one pipe is 
better protected from radiation than the other;—the pres- 
sures at cut-off will be different in the next cylinders; so we 
cannot obtain any one curve that will give the relation be- 
tween pressure and volume for all engines. 

The curves 2, 3, 4 and 5, given in Fig. 1, are for the type of 
engine usual upon the ships of the merchant marine. The 
engine of a pumping plant, where every effort is made to get 
an economical engine by using jackets, reheaters, etc., will 
give a curve like 1; while the engine of a naval vessel may lie 
in the region of curve 6. These curves give the relation be- 
tween pressure and volume ratios; the unit pressure and vol- 
ume being that at cut-off in the high-pressure cylinder. In 
using such as curve for engine design it is best, wherever pos- 
sible, to derive the curve from an engine similar to the one 


Jury, 1908. 


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Ratio of Vol’s. at Cut-off (including Clearance) in M.P. and L.P. 
Cylinders to Vol. at Cut-off in H.P, Cylinder 


FIG. 1. 


projected, but if no such data are at hand, a curve can be 
chosen from the region of curves 2, 3, 4 and 5, in Fig. 1. 
Curve 3 is for a quadruple expansion engine in which the 
steam speeds varied from 7,000 to 11,000 feet per minute. 
Curve 4 is for a naval engine, whose data are given in Cards 
I. and IJ. The steam speeds here varied from 8,000 to 13,000 
feet per minute. The more efficient engines with the lower 
steam speeds will probably lie in the neighborhood of curves 
2 and 3, while higher steam speeds and a lower efficiency will 
cause them to lie in the neighborhood of curves 4 and 5. The 
way in which such curves can be used for purposes of design 
will be explained later on. 


Boiler Pressure 


Pressure 


International Marine Engineering 


297 


CYLINDER DIMENSIONS. 


There are certain data which must be available before a start 
can be made upon the design of any engine.- It is usual to 
give the desired indicated horsepower, the boiler pressure, the 
piston speed and the number of expansions. The piston speeds 
for engines of the merchant marine usually range from 600 feet 
per minute to 1,000 feet per minute. The higher the piston 
speed the more attention the engine will require; the greater 
will be the bill for repairs, and the shorter will be the engine’s 
life. The number of expansions to be used for a given boiler 
pressure will be determined by experience, and will be a 
compromise between the number which will give the greatest 
economy and that which will give the engine of least weight. 

The formula for indicated horsepower is 


2plan 
a (1) 


33,000 


I.H.P.= 


where p is the mean unit pressure acting upon an area a, 
through a distance of 2/m, or the piston speed; / is the length 
of stroke in feet, and m is the revolutions per minute. Re- 
ferring to the data supposed to be available, it will be seen that 
the unknowns are 


Mn Tale Jeo SK OQISO 


pa (2) 


piston speed 


As stated before, work is derived from the steam by re- 
ducing its temperature by means of expansion; the increase in 
volume and decrease in temperature being accompanied by a 
decrease in pressure. The actual rate at which the pressure 
decreases cannot be stated in any simple form, but it is usual 
and convenient to assume the relation between pressure and 
volume to be given by the formula P: V1 = PV = constant; 
the character of the curve being that shown in Figs. 1 and 2. 
The deviation of the actual rate from the assumed rate, and 
certain losses, are allowed for by using a design factor derived 
from engines in use. The design factor F for the engine 
whose data are given in Cards I. and II., is 0.577, and is ob- 
tained by dividing the area inclosed in the dotted lines of 
Fig. 2 by the area aturx. 

The mean pressure exerted upon an unit area while the steam 


.is expanding from an initial pressure P; and volume at, to the 


volume wz, will be given by the formula 


(x + log.R) 

SS > (3) 
R 

where FR is the number of expansions 


final volume 


initial yolume 


The proof of this can be found in any book on thermo- 
dynamics. The theoretical mean effective pressure will be 


(z + log,R) 


I Who ID, IP, = IP — Py, (4) 
R 

and the actual mean effective pressure to be expected in the 

engine will be 


(5) 


1 (z + log. R) 4 
MEP >. — P| fF. 


R a 


This MEP in (5) will be the p of (2), so that the value of 
the only remaining unknown a can be found. This a will be 
the area of the cylinder of the single-stage expansion engine, 
or the area of the low-pressure cylinder of any engine where 
the expansion or reduction of temperature is effected in more 
than one stage. In order to see this, it is only necessary to 
remember that in order to produce the desired indicated horse- 
power, starting with steam of a given pressure and expanding 
it a certain number of times, a certain weight or volume of 
steam will have to be used. After this steam has been ex- 
panded the chosen number of times, it will occupy a definite 
volume, irrespective of the number of stages of expansion, and 
that final volume will be the volume of the low-pressure cylin- 
der. Therefore, 

Mey Sethe JE, SK EYfoIeKo) 
Soe eat at EE, (6) 
PAS. X MEP. 


A low-pressure cylinder having been provided, of sufficient 
capacity to allow for the desired expansion of the weight of 
steam necessary to produce the desired indicated horsepower, 
the next step is to provide a cylinder of sufficient size to take 
in the necessary amount of steam from the boiler. As it is 
desirable that some portion of the total expansion should take 
place in this cylinder, it will not take steam from the boiler 
during its full stroke, but will cut off communication at some 
fraction of the stroke. The number of expansions 

final volume of steam 
R= 
initial volume of steam 


area of L. P. cyl. X stroke EP, 


area of H. P. cyl.X stroke X fraction of cut-off JEL XK Gp 
Therefore, 
LP 
HP = (7) 


IRS Gr 


If the expansion takes place in one cylinder, or in a single- 
stage engine, then 


HAP I 
HP=LP, and Cy = ———— = —; 
JEP SR IR Ik 
and the cut-off fraction will be the reciprocal of the number of 


expansions. 

Between the high-pressure cylinder and the low-pressure 
cylinder we can put as many cylinders as is thought advisable. 
The number will not affect materially the total power de- 
veloped, but will merely divide the expansion into as many 
stages as is necessary for,economical use of the steam. The 
sizes of these intermediate cylinders, and the cut-offs in all 
cylinders except the high-pressure cylinder, will affect only the 
distribution of work among the cylinders. 

The reason for using two or more stages for the expansion 
of the steam is to avoid the loss by initial condensation that 
occurs when the range of temperature in one cylinder is more 
than 75 or 80 degrees F. In a double-acting engine, at the 
beginning of the stroke, there is upon one side of the piston, 
steam at the temperature of the source of supply, and on the 
other, steam at the temperature of exhaust. As the piston 
moves, the high-temperature steam comes in contact with a 
portion of the cylinder wall which just previously has been 
in contact with the low-temperature steam, and condensation 
results. It is to reduce this difference of temperature, and the 
consequent condensation, that the range of temperature in one 
cylinder is limited by dividing the total expansion into two 


International Marine Engineering 


JuLy, 1908. 


or more stages. Thus the number of stages will depend upon 
the total range of temperature, or upon the initial pressure 
of the steam to be used. In Table I. are shown the values of 
the different quantities for merchant engines and naval engines. 


TABLE I. 
Tnitial Back 
Pressure | Nominal High- Pressure * 
Type. at Expan- pressure | in Low- Design 
. Engine, sions. Cutoff. pressure Factor. 
Absolute. Cylinder. 
iP R Ch P, F 
165 6 0.70 5 0.58 
Triple naval.......... to to to to to 
200 84 0.80 7 0.70 
165 9 0.65 5 0.65 
Triple merchant....... to to to to to 
185 12 0.75 6 0.75 
190 12 0.65 5 0.55 
Quadruple merchant... to to to to to 
210 14 0.75 6 0.70 


Collecting together the principal formule used so far, we have: 


- (x + log,R) 
MEP = |2-——— = Ps ip (5) 
R 
I. H. P. X 33,000 
Area of LP = (6) 
PS X MEP 
CARD I. 

Name of Ship. H.P 1M.P. | 2 M.P. LP: 
Size of engine ae top | bot.| top | bot.| top | bot.} top | bot, 
Cutoff—Designed or apparent, [77 7 738 68 eons taae 75 
Gnni=avim, Ve aun) ee mere 
Clearances, eal fae |e (neu | 
Clearances—Mean of top and bottom, .134 -10 
Initial pressure—Absolute, 163 163 73. 76 | ira |e 27 
Cutoff pressure—Absolute, 123 27 “49 ea Fe nee 
Cutoff pressure—Mean absolute, tiocme ale | heatuapain Wonk 
Average back pressure—absolute, 73 31 
Effective cutoff pressure, 20.5 
M. E. P. from indicator cards, 53.5|59.2 23.5[25.4 ae 14.0 
Mean of top and bottom, M. E. P., 56.4 24.4 
THHP, developed in cyl. /P) S)==zg38\| 824 820 
M. E. P. when power is equally distrib.,| 63.3 27.4 


EP 


Area of HP = (7) 


RXCh 


The stroke has usually some one of the following values: 
18, 21, 24, 27, 30, 33, 36, 30, 42, 45, 48, 54, 60, 66, or 72 inches. 
The ordinary merchant engine will have one of the above 
values of stroke, nearest the square root of the product of the 
diameters of the high-pressure and low-pressure cylinders. In 
naval engines the stroke will be less than this, in extreme 
cases being only 50 percent of the above value. On the other 
hand, in slow-running, economical freight steamer engines, it 
will be greater by Io to 15 percent. 

The proper diameter for the intermediate-pressure cylinder 
or cylinders, and the cut-off in the mean-pressure and low- 
pressure cylinders, will be chosen to give a good distribution 
of work among the cylinders. In order to make this choice 
with intelligence, the data obtained from engines in service 
should be worked up in such a way as to be readily used. A 
system of data keeping which has been found to give good 
results deals with the following quantities and relations: The 
curve of relation between cut-off pressures and total volumes 


e 


Jury, 1908. 


International Marine Engineering 


at cut-off in the different cylinders (see curve djp, Fig. 2) ; the 
drop Dn from the initial pressure to the cut-off pressure in the 
high-pressure cylinder; the mean back pressure in each cylin- 
der, Bn, Bm, Pv; the drop from the mean back pressure of one 
cylinder to the cut-off pressure of the next succeeding, Dm and 
Di; the relation between the mean effective pressure of the 
high-pressure indicator card MEPn and the mean effective 
pressure En of a card cdefg, which assumes that the steam 
enters at the cut-off pressure and expands with PV = constant, 


MEP, 


= fn; 
Ey 


the relation between the MEP of the mean-pressure and low- 
pressure cylinder indicator cards and the effective cut-off 
pressures in those cylinders, 


MEP, MEP, 


= im 


Em Ey 


This data can be kept on a card similar to that shown in 
Card I., and when worked up, as shown in Card II. on the 
back of the card, the necessary factors and relations will be 
available. 

There are various ways of getting the design factor F. In 
this system of data keeping the engine is not charged with the 
loss of pressure that occurs between the boiler and the engine, 


CARD II. 
64)2 1 24.4 
No. of expansions = |——_|——- = 7.61 —— = 1.19 = fm 
27)0.74 20.5 = 
3.0295 13.7 
163—— — 6.5 = 65 — 6.5 = 58.5 —=1.14=f 
7.61 12 


27)2 
56.4/—| = 10.05 
64 


For power equally distributed 


33.77/64)? 63.3 
——]—! = 63.3 =1.17=f, 
3 (27) 56.4 47+6.9 
6.9 
33.77 (64)2 
—— x | —| = 27.4 —=1.165=} 
3 41} 24.4 20.543 
.577 = Design factor F. iran 
D,=163— 125 = 38 11.26 — 13.7 =— 2.4 
m= 73—51.5—21.5 6 
D= 31—18.5=12.5 =1.172=/1 
— 12—2.4 
72 72.0=D 
—=0.442 —=——— 51.5 18. 
163 ——=0.412—=P,, ——=0.148=P, 
125. Ss —————— 
1+ 0.3001 
125 — 120 (41)? X (0.73 + 0.10) 
1.35 73 1S He 
— (27)? X (0.74 + 0.134) 
Boe af (64)? X (0.72 + 0.069) 
a ee =5.07=V; 


(27)? X (0.74 + 0.134) 


as this will vary with the relative location of engine and 
boilers, steam speeds used and general layout of piping. The 
values given for F, in Table I., consider the steam as entering 
the engine with the initial pressure shown on the high-pressure 
indicator card, expanding the nominal number of times with 
PV, = PV = constant, and with a back pressure equal to the 
mean back pressure of the low-pressure cylinder indicator card. 
The nominal number of expansions does not take into con- 
sideration the reduction of expansion due to clearances. 

The design factor F takes account not only of the deviation 
of the actual relation of pressure and volume from the as- 
sumed, but also of the losses of pressure that occur while the 
steam is passing from one cylinder to the next. We should 
expect, therefore, that the sum of the drop D = Dn + Dm + 
Di would depend upon the value of the design factor. It has 
been found that there is such a relation, and the approximate 
values of D are given in connection with F, as a portion of 
the absolute initial pressure Pt. 


299 
TABLE II. 
F >= 0.6 0.65 | 0.675 0.70 0.725 0.75 0.80 
D | 
D, = | .385—.40).25—. 29). 235—. 27) .225—. 25] .21—. 23) .20—. 215] .175—. 185 


Dy = 0.5 to 0.6D; Dm = 0.25 to 0.35D; D, = 0.12 to 0.17D 

The drop D» from boiler to engine will vary from Io to 25 
pounds, usually being from I5 to 20 pounds. The relative 
values of Dn, Dm and D: will not be constant, as can be easily 
seen when the causes of the drop are considered. No two 
engines will necessarily work under the same conditions, so 
that the relative values can be only approximately indicated. 
Whenever possible, the various factors, drops, etc., should be 
derived from engines similar to the one projected, working 
under like conditions. 

The card factors fn, fm and fi should be reduced to some 
standard condition. The character of the admission line and 
back pressure line of an indicator card will not change essen- 
tially if there is Io percent more or 10 percent less work de- 
veloped in the cylinder. The two lines will be bodily separated 
or brought closer together. The standard condition chosen 
in the case of the triple engine is that which exists when one- 
third of the total indicated horsepower is developed in each 
cylinder. Thus, if the MEP of an indicator card is 31, and the 
effective cut-off pressure is 28, while the MEP should be 33 
in order that one-third of the work may be done in that cylin- 
der, the corrected value of fm is 


Br ap B 


SS Abollo 


28 + 2 


It can be seen by referring to Fig. 2 that fn will vary with the 
drop Dn, and fm and fi will vary with the fraction of cut-off 
in the cylinder. It was found that the values of fn, fm and fh, 
when reduced to the standard condition, could be given by the 
formule, 
Dy — 16 
i= 2 (8) 
100 

fm = 2.25 Cm — 0.475 (9) 

fi= 1.25 C) + 0.256 (10) 
where Dn is the drop from initial to cut-off pressure, and Cm 
and Ci are the fractional cut-offs in the mean-pressure and 
low-pressure cylinders. The way in which these factors and 
relations of pressure and volume can be used for design pur- 
poses can be best shown by means of an example: 

I. H. P. = 3,000; P. S. = piston speed = 850 feet per min- 
ute; boiler pressure = 185 pounds gage; P» = back pressure 
in low-pressure cylinder = 5.5 pounds; R = number of expan- 
sions = 11; Ch = cut-off in high-pressure cylinder = 0.675; F 
= design factor = 0.7. Work to be equally divided among the 
three cylinders. 

The initial pressure at the engine will be taken as 170 pounds 
gage, or 185 pounds absolute, allowing a drop of 15 pounds 
from the boiler to the engine. Table II. gives the allowable 
total drop for a design factor of 0.7 as 0.225 to 0.25 of P1. We 
will use D = 0.24 Pi = 0.24 & 185 = 44.5 pounds. 

Dy = 44.5 X 0.55 = 24.5; Dm = 44.5 X 0.30 = 13.5; 
D, = 44.5 X 0.15 = 6.5 
I + 2.398 
= §o5 


[=57.1-—5.5 |] X0.7 = 36.1 


From (5) MEP = Ee << Oo] 


It 


3,000 X 33,000" 
= 3,230 square inches; diame- 
ter = 64 inches. 


From (6) EP = 
850 X 36.1 


300 


International Marine Engineering 


JuLy, 1908. 


35230 
— = 435 square inches; 

II X 0.675 = 23% inches. 
V 64 X 234 = 38.8. 


In order that one-third of the total work may be done in the 
high-pressure cylinder, the MEP of the indicator card must be 


From (7) HP= diameter 


Let stroke = 42 inches. 


36.1 64 |? 
MEP) x = 89 pounds. 
3 2308) 
24.5 — 16 89 
From (8) fp = I+ = 1.085; Ey = = 82 pounds 
100 1.085 
Py = 185 — 24.5 = 160.5 pounds. / 
I 
t + log, — 
Ch I+0.392 
By = Py — Ey = 160.5 X — — 82=152—82=70 
I 1.48 
Ch 
Py = By — Dm = 70 — 13.5 = 56.5 pounds. 
Pm 56.5 
—_= = 0.352. 
Jey 160.5 


The volume ratio that will give this pressure ratio, 0.352, will 
be found by using curve 3 in Fig. 1. The volume ratio Vm = 
2.63. These values of Pm and Vm will be used later. Having 
found Pm, we will now proceed to get Bm by working up from 
the low-pressure cylinder. 

We have assumed that curve 3, Fig. 1, gives the relation 
between pressure ratios and volume ratios for the engine we 
are designing, so that when we assume a certain cut-off in the 
low-pressure cylinder the cut-off pressure is determined from 
the curve. This cut-off pressure must be sufficient to give an 
effective cut-off pressure £1, of such a value as will insure that 
one-third of the work is done in that cylinder. The relation 
between fi and MEP will be given by (10). 

In order to get the volumes up to cut-off, we must know the 
clearances. It will be best to determine these by comparison 
with a similar engine, but if no such data are at hand the fol- 
lowing clearances can be assumed for merchant ship engines, 
where the stroke= Vhigh-pressure diam. X low-pressure diam. : 
High-pressure cylinder 
Medium-pressure cylinder 
Low-pressure cylinder 


0.17 to 0.20. 


©.12 (piston valves); 0.09 (slide valves). 
These values will increase as the stroke gets relatively shorter, 
so that they should be mutiplied by 


[High-pressure diameter X low-pressure diameter 
\ = 


to get the approximate clearances in other cases. 

We will take the clearances as Clh = 0.17, Clm = 0.13, Ch = 
0.12 for the high-pressure, mean-pressure and low-pressure 
cylinders, respectively, 

The value of Pi can be obtained from curve 3, Fig. I, as 
follows: The volume ratio will be 


(Cy + Ch)LP X s 


stroke 


Vi = . (11) 
(Cn + Ch,) HP Xs 
With this value of 1 the value of Pi/Pn can be obtained from 
the curve, and knowing Pn, the value of Pi is known. The 
value Pi must also be such as will cause the necessary work to 
be done in the cylinder, or, 


MEP, 


P} = Py + (12) 


1.25C; + 0.256 


0.13 (piston valves); o.11 (slide walked). 


In order to find the value of Pi which will satisfy both equa- 
tions (11) and (12), we will assume values of (i, plot the 
resulting values of Pi on Ci, and find where the two curves 
cross. 


Equation 12 


ian! 
we 
| 
Q 
5 
rs} 
a 
io) 
50 55 00 65 10 15 .80 
Cy 
Full Lines from Curve 3, Fig. 1. 
ikem GO & pueda een coeds 
FIG. 3. 


(Cj + 0.12)3,230 


From (11) V; 


= (C; + 0.12) X 8.8 
(0.675 + 0.17)435 


12.03 
From (12) IPS 566 6 
1.25 C) + 0.256 
TABLE III. 
From Fig. I. - 
(ai Vi Pi/ Ps Py 
0.5 5.45 0.144 23.1 
0.6 6.33 0.116 18.6 
0.7 Ur 0.096 15.4 
0.8 8.08 0.082 13.2 
Cy P 
0.5 19.17 
0.6 17.46 
0.7 16.17 
0.8 I5.1 


When these values are plotted upon (i as abscisse, the re- 
sulting curves cross at a pressure of 16.65 pounds, and with 
Ci = 0.655 (see Fig. 3), Cn = 0.675. 


i Br Pit D, = 16.65 + 6.5 = 23.15 
The value of Pm = 56.5 has been previously obtained. 
Em = Pm — Bm = 56.5 — 23.15 = 33-35 

We are now ready to determine the mean-pressure diameter 
and cut-off. Here again there are two conditions which must 
be fulfilled, and consequently two equations to use. The value 
of Em, when multiplied by the factor fm, depending upon the 
cut-off, must give a MEPm that will do the necessary work 
when acting upon the mean-pressure cylinder area. This gives 
the equation: 
MEPXLP 
En <ofim = Een = En(2.25Cm — 0.475) 
3X MP 


Juty, 1908. 


MEP X LP 
or , MP = 


(13) 

BE n(2-25€m — 0-475) 
This area of mean-pressure cylinder and cut-off must also be 
such as will give the proper volume ratio /m previously ob- 
tained from the pressure ratio Pm/P, 


MP(Cm + Cln) X s 


= Wan 
HP(Cy ae Cly) x Ss 

Vin X HP(Eqn + Cl) 
MP = 


or, (14) 
Gan te Ciba 
We can equate (14) and (13) and solve for Cm, the only 


unknown. 


Let X = Vm X HP(ECn + Cly)3Em, and 
W = IMGRIP X< ILIP, 
0.475X + ClpV 
Then, CN eee eS 
Dore —= 1 
This value of Cm, substituted in either (13) or (14), will 
give the area of the mean-pressure cylinder. For the engine we 
are designing. 
X = 2.63 X 435(0.675 + 0.17) X 3 X 33-35 = 96,200. 
Y = 36.1 X 3,230 = 116,700. 
0.475 X 96,200 + 0.13 X 116,700 


Cn = 

2.25 X 96,200 — 116,700 

45,700 + 15,150 

— = = 0.60 
217,000 — 116,700 101,300 


2.63 X 435(0.675 + 0.17) 


60,050 


MP= 


1,328, diameter = 41 inches. 
0.60 + 0.13 

Collecting together the quantities calculated and assumed so 

far, we have 


High- Medium- Low- 
Pressure. Pressure. Pressure. 
Diameter in inches:...--.- 234 41 64 
Gutsoffe saa oss sr seiiebyeee 0.675 0.60 0.655 
Clearances (j.3../ hase 0.17 0.13 ©.12 
Strokeysinchesteee eee eee 42 42 42 


If the high-pressure cut-off had been taken as 0.625, the 


results would have come as follows (see Fig. 3, full line curve, 
a= 0.625) : 


High- Medium- Low- 

Pressure. Pressure. Pressure. 
Diameter in inches......... 24% 42 64 
CURB cocongac0c0c0e0o00s 0.625 0.56 0.67 


If the high-pressure cut-off had been taken as 0.75, the follow- 
ing results would have been obtained (see Fig. 3, full line 
curve, Ch = 0.75) : A 

Medium- 


High- Low- 
Pressure. Pressure. Pressure. 
Diametersinwinchessere reer 224 304 64 
Cutrotitenisiccim eis yo 0.75 0.71 0.635 


In computing the foregoing results, curve 3 in Fig. 1 was 
used. If curve 4 had been used, the results would have been 
as follows (see Fig. 3, broken curves) : 


High- Medium- Low- 
Pressure. Pressure. Pressure. 

Diameteqenpeinchesseeee errr 23% 39 64 
Gutzofe ns a mtaeece aia 0.675 0.655 ©.595 
Diameter in inches......... 24% 40 64 
Cutrolitirt seyret err: 0.625 0.61 0.615 
Diameter in inches......... 22% 3602 64 
Guttotie eerie rin ies 0.75 0.81 0.575 


International Marine Engineering 


301 


It may not be thought advisable to use any one of the sets of 
results as it stands. The effect of any change, however, can 
be foreseen, as an increase of the cut-off in any cylinder will 
cause less power to be developed there and more power in the 
preceding cylinder. A shortening of the cut-off will have the 
reverse effect. It will be noticed that an increase of the high- 
pressure cut-off is accompanied by an increase of the mean- 
pressure cut-off, and a decrease of the low-pressure cut-off if 
equal powers are to be developed in each cylinder; while a 
decrease in the high-pressure cut-off causes the mean pressure 
to decrease and the low pressure to increase. 

(To be Continued.) 


PRACTICAL EXPERIENCE WITH MARINE STEAM 
TURBINES. 

Built, building, or on order, there are now some 140 vessels 
fitted with marine turbines, mostly of the Parsons type. 
Signs, however, are not lacking that other systems will soon 
be acknowledged competitors, the sound, practical features 
of the impulse type of machine giving it many advantages. 
Some of these vessels have now been in service for several 
years, and information is rapidly accumulating with regard to 
the once uncertain questions of durability, operation and cost 
of maintenance. ‘So much has been written and said, on short 
acquaintance, of the virtues of marine turbines that their de- 
fects are seldom heard of, but experience proves that the an- 
nual overhaul of the machinery occasionally involves a good 
deal of work. In many cases, however, the difficulties involved 
have led to improved design of the details affected, or to more 
careful methods of operation. 

One of the most prolific causes of trouble is the use of. dirty 
feed-water. Elaborate strainers are fitted on each steam pipe 
to the main turbines to catch any solid matter coming over 
from the boilers, but the finer particles get through and fre- 
quently choke up the passages between the smaller rows of 
blades. The result is that a higher steam pressure (which is 
not always available) is necessary to maintain the same speed, 
and the trouble of removing the scale formed on the blades is 
ecnsiderable. This deposit is frequently found on the inlet 
blades of the low-pressure turbines, the surfaces of which be- 
come coated like the inside of a kettle. As long as this hard 
scale adheres to the blades its presence is detrimental only 
to economy, but in the event of pieces becoming detached, 
“plade stripping’”—with which we propose to deal at length in 
a later issue— is extremely likely to occur. On the other hand, 
should the grit, caused by the disintegration of the scale, get 
into the “dummy packing,” which depends on very fine clear- 
ances, the brass strips are likely to be badly worn, thereby in- 
creasing the clearances and the leakage loss. 

Another effect of dirty feed-water is to induce priming, and 
while it is doubtful whether small quantities of water are 
sufficient to cause blade stripping, severe stresses on the blad- 
ing are set up if much priming occurs. On their early voy- 
ages, both the Victorian and the Virginian seem to have suf- 
fered from this, and the effect of excessive scale has been 
noted on several of the channel steamers, as well as in large 
land installations. The warships belonging to the royal navy 
do not seem to be troubled, but in their case great care is 
taken to use only clean feed-water, and attention should al- 
ways be paid to this point in turbine vessels, 

It has been found that the main bearings, which in recipro- 
cating engines constantly require attention, give practically no 
trouble whatever for months together, provided that the lubri- 
cation system is kept in good order. The pressure being low— 
generally only about 30 pounds per square inch—and the di- 
rection of rotation and pressure practically constant, the wear 
observed after twelve months’ running is practically nil, and 
cases can be cited of marine turbine bearings that have run 
fo: over three years without adjustment. 


302 


International Marine Engineering 


JuLy, 1908. 


Finger. Piece 


FIG. 1.—PLAN OF TURBINE BEARING. 


The same applies to thrust blocks, in the case of which 
little attention is necessary when the turbine is at work. They 
perform the function, however, of an adjusting block as well, 
for the main turbines, and the rotor is set for dummy clear- 
ance by their means. This adjustment is a somewhat 
“ticklish” job. The rotor is so designed that the pressure, 
due to the steam acting on the blades, is rather greater than 
that due to the propeller; hence any wear that takes place in 
the thrust collars does so in the direction of the main steam 
flow; the rotor consequently tends to recede from the dum- 
mies. A groove in the shaft between the bearing and the 
gland, and a finger-piece set in a definite position on the cyl- 
inder and projecting into the groove, as shown in Fig. I, pro- 
vide a ready means of determining the amount of wear. At 
convenient intervals the shafting is disconnected aft of the 
rotor, and the latter is drawn up to the prescribed clearance 
again by means of the adjusting block screws. The wear, 
however, is so slight, that, as a rule, this adjustment requires 
to be made only once or twice a year. 

Another feature that needed modification in a great many 
of the earlier vessels was the astern dummy ring. On ac- 
count of the longitudinal expansion of the rotor, these dummy 
rings had to be made radial; they were placed on an extension 
of the astern turbine drum, which, having to carry only these 
rings, was made very thin. In numerous cases this drum be- 
came bell-mouthed when running, owing to centrifugal force, 
thereby wearing off the dummy rings and causing excessive 
leakage when running astern. This early design is shown in 


ASTERN TURBINE. 


FIG. 2. 


Fig. 2, while Fig. 3 gives the stiffer modern type now adopted 
with success. Fig. 4 shows the arrangement of astern dummy 
rings. 


FIG. 3. 


An utterly unsuspected source of considerable trouble in 
marine turbine plants has been found to lie in leaky con- 
denser tubes, causing corrosion of the rotor drums of the low- 
pressure turbines. In some cases this phenomenon has 
proved extremely serious. Generally speaking, turbines run 
so satisfactorily in service that the covers seldom need to be 
lifted, and many cases can be quoted of vessels requiring this 
attention only once a year. Perhaps the best instance of 
this kind is the Carmania. Her turbines remained closed from 
the time they were put on board the ship until the completion 
of twelve months in service, and the ship has just now com- 
pleted a second year’s service, when they were lifted again. 
Such immunity involves trusting to luck, to some extent, 
as to the internal condition of the turbine. The pressure 
gages and tachometers show if any stripping or choking of 
the blades has occurred, but the out-of-balance that results 
from unequal corrosion is generally first put down to the 
propeller being damaged. 

In the case of several cross channel steamers—particularly 
those running on the Great Western Railway Company’s 
service between Fishguard and Rosslare—it was noticed that 
the rotors were out of balance, and at the annual overhaul 
abnormal corrosion was found to have attacked the insides of 
the low-pressure turbine drums, as well as all wrought iron 


FIG. 4, 


nuts inside the casing. This corrosion arises chiefly from salt 
water leaking back from defective condenser tubes through 
the non-return valves on the low-pressure drain pipes, and if 
neglected may prove very serious. The external portions of 
the rotor are not attacked, curiously enough, leading to the 
supposition that in addition to salt water, stagnant water that 
may have been unable to escape from the interior of the 
drum, owing to the choking up of the drainage grooves, has 
been whirled around and around inside, causing severe 
erosion. 

A good deal of air probably leaks into the turbine through 
the glands. Those on the low-pressure turbines have to keep 
tight against atmosphere on one side and a high vacuum on 
the other, and in some cases, if the steam supply to the glands 
is not adjusted properly, a considerable amount of air may 


Jury, 1908. 


International Marine Engineering 


393 


nnn ne UE UUEyE ES nISSSyaEySSESS SESS SSS 


get in. The water sealed gland so much preferred in Amert- 
can land turbine practice does not seem to be used in marine 
work. In any case, the prevention of salt water and air leak- 
age into the turbine should go far to obviate any chance of 
corrosion. It is a defect that has not been found in well-kept 
engine rooms. 

Glands often require a great deal of attention. In all the 
early turbine steamers they could be overhauled only by lift- 
ing cover and rotor, as they consisted of Ramsbottom rings 
fitted in grooves in the shaft. It was not for some years that 
Parsons adopted the external gland, which seemed so essen- 
tial to convenience. These Ramsbottom rings wear very 
quickly sometimes, but this fact is easily noticed on account 
of the greatly increased flow of steam past them into the 
engine room. There is still considerable room for improve- 
ment in turbine glands; their essentials are shortness longi- 
tudinally, tightness without wear, and ease of adjustment, and 
these are not easy to arrive at. 

Contrary to a popular idea, not only is vibration frequently 
met with on turbine steamers, but that vibration is sometimes 
excessive. The Lusitania, Mauretania and Carmania are by 
no means free from it, and some of the channel steamers are 


SS als Marks 


t 5 
FIG. 5.—ADD WEIGHT AT LIGHT SIDE A TO BALANCE HEAVY SIDE B. 


also bad. It is seldom or never due to the turbine, unless a 
bad strip or corrosion has taken place, but it is due entirely 
to the propeller. Either the screw is too near the stern post 
or the hull, or, as in the case of the Dreadnought, to the 
rudders, though in this latter case the rudders suffered more 
than anything else. The high speed of rotation and the vary- 
ing intensity of the stream lines do not facilitate smooth 
working, if there is the slightest tendency for the screw not 
to get a proper supply of water. Turbine steamers need an 
exceptionally clean run of water to the propellers. 

In balancing turbine rotors in the shop, two methods are 
generally used. First, the rotor is placed on knife edges and 
slowly moved, first one way and then the other, to determine 
the heavy side, if there is one. This can be corrected very 
accurately by this method, and it will generally be found best 
to cut off weight from the heavy side, rather than to add 
it to the light side. Very little is required to correct a rotor 
that is even badly out of balance, but with good workman- 
ship the latter very seldom occurs. The second method is to 
run the rotor up to speed in the turbine under steam, and to 
determine the heavy side by chalking the shaft, which tends 
to revolve eccentrically. It should be noted, however, that 
the chalk marks on the shaft do not correspond exactly 
with the heavy side, but occur at a spot about 60 degrees 


behind it; this, of course, requires to be taken into account. 

In the case of land turbine rotors, which are sometimes run 
up to speed in special bearings by means of an electric motor, 
it is easy to arrange to run the shaft, first in one direction 
and then in the other, so that a mean position can easily be 
found for the heavy side. The difficult case occurs, of course, 
when the rotor is out of balance at opposite sides at the two 
ends. When vibration in turbine steainers can be prevented to 
the extent that it has been in some vessels, it is annoying to 
find it so developed in some others. Care in design and 
workmanship is all that is needed to avoid it. 

Great care must be taken that the oil remains in good con- 
dition. The consumption of this item is very small indeed, as 
it is used over and over again, the system, consisting of oil 
tank, cooler and pump, being a closed one. The temperature 
at which the turbine bearings work is generally between 
go° F. and 120° F., depending rather on their position—for 
instance, the forward high-pressure bearing, which is very 
near the steam belt, is obviously hotter than the after low- 
pressure one. A cooler is essential, and the oil, after leaving the 
bearings, passes through a spiral coil, which is immersed in 
circulating water. This coil needs to be a good tight job, as 
cases have been known where water has leaked into the oil 
supply, with disastrous results. Ample cooling surface should 
be allowed. 

Marine turbines seldom or never work with superheated 
steam, as is the case with land turbines. In the latter, the 
bearing temperatures are often very high. cases up to 190° F. 
having been known to run without trouble. Special oils are 
necessary for such conditions, but for ordinary work “Val- 
voline” has been found to give excellent results. It is a great 
mistake to use too high an oil pressure—s5 to 6 pounds per 
square inch is ample, and the supply should be maintained 
very regular. A gravity system, in which the oil supply is 
situated high up in the engine room hatch, is very useful; the 
pump is then used merely to force the oil through the coolers 
and up to the tank. 


SPEED TRIALS AND SERVICE PERFORMANCE OF 
THE CUNARD TURBINE’STEAMER LUSITANIA.* 


BY THOMAS BELL, 


It is with feelings of some diffidence that I place before the 
members of this institution a brief record of the trials and 
running in service of the Cunard turbine steamer Lusitania, 
for, apart altogether from the fact that the propelling machinery 
consists of Parsons turbines, the leading proportions of the 
design of the ship and machinery are the outcome of most 
careful deliberations on the part of the technical staff of the 
Cunard Company, of the turbine committee, of the Hon. C. A. 
Parsons and his assistants, of the Admiralty, of Lloyd’s com- 
mittee, and of the Board of Trade, in conjunction with the 
staff of the three firms intrusted with the design and con- 
struction of the two express Cunarders, so many of whom are 
distinguished members of this institution. Very full reports 
of the trials have been published in the technical press, but 
your council considered that the subject had not yet been 
exhausted, and it is hoped that this brief paper may furnish 
material for an interesting discussion on some points con- 
nected with this great Cunard enterprise. 

As already described so fully in the technical and other 
journals, and as shown on accompanying diagrammatic plan, 
Fig. 1, the turbine machinery of the Lusitania consists of two 
pairs of compound turbines, a pair consisting of one high- 
pressure and one low-pressure unit, each of which actuates a 
line of shafting, so that there are four lines in all. The high- 
pressure turbines drive the wing shafts, and the low-pressure 


* Read before the Institution of Naval Architects, April 9, 1908, 


304 


turbines the center shafts. At the forward end of the low- 
pressure turbines are placed the astern turbines. This particu- 
lar arrangement, in which the two center propellers are used 
for maneuvering purposes, was forced on the designers by 
exigencies of space as the only possible one, and has proved 
most satisfactory. 

The boilers, as will be seen from Fig. 2, are divided into four 
equal groups in separate watertight compartments. The coal 
bunkers are situated only at the sides in the three after boiler 
rooms, but in the forward boiler room, owing to the fineness 
of the ship, the capacity of the side bunkers is comparatively 
small, and a large athwartship bunker becomes necessary, in 
addition to those at the sides. 

The. following are the principal dimensions and particulars 
of the ‘turbines, condensers, shafting and boilers: 


International Marine Engineering 


Jury, 1908. 
sRotalimumiberxouiurna CeSheee eee earner = 192 
sRotalferatelsunia conse nee eine ... = 4,048 square feet. 
sotalgheatine¢surtaceee per ee erence = 158,352 square feet. 
Total length of boiler rooms....:......... = 336 feet. 
Total length of main and auxiliary engine 
LOOMS cise ayers ae aa CERF RT ree ee = 149 feet 8 inches. 


With regard to the running of this large machinery and 
boiler installation, it may be of interest to members to give 
detailed particulars of the forced lubrication system, and of the 
system of feed heating and supply to the boilers. Each of 
these systems demanded that adequate provision be made to 
meet all possible contingencies, and thus enable the engineers 
in charge to be free to attend to the numberless duties con- 
nected with the supply of electric power and lighting, the sup- 


oor ae BOAT DECK, 


_PROMENADE DECK © 


peat no ssi! SHELTER DECK 


SURFAC! 
roa HEATER 
n= =a > MAIN DECK 
eal J Main |{CONDENSERS! Pelli, LOWER DECK 
= = STEERING ENGINE eee EOL i ik eli 
(=) 
Lf 
KY STEERING PUMP ROOM r 
2 NINE io L.P TURBINE JAN TURBINE 
Be 2 Z\\s- —— eS 
yy wer 
HOmWELL TA 
7 
35 is 20 25 30 35 40 45 sO SS 60 6s 70 75 80 65 90 95 100 105 W1.8. 
W728. wre we. 


asa 
eens g| son 


oN, 


CiBCULATING PUMPS tot 


felilosttex 


a! 
RSHTRG WATE! 
PANDENSER, 


DO pumps Gynnnis 
& ae 
| feat 8 
MAIN & RUXY 
ol iPS 


MOTWELL 


FIG. 1.—ARRANGEMENT OF TURBINES AND SHAFTING, STEAMSHIP LUSITANIA. 


LENGTH OF BLADES. 
Turbines. | Diameter of 
| Rotor. In First In Last 
| Expansion. Expansion. 
Ligh pressures ents 96 inches 2% inches 12% inches 
IWow=pressure sere eeeeeriee | .140 inches 8+ inches 22 inches 
Aster eee ce eran | 104 inches 24 inches 8 inches 
Total cooling surface, main 
condensersseee Eee cer = 82,800 square feet. 
Area of exhaust inlet....... = 158 square feet. 
Bore of circulating discharge 
INiIeSsoddonddsoucgubaads = 32 inches. 


Diameter of tunnel shafts... = 
Diameter of propeller shafts = 


20 inches external, ro inch hole. 

22 inches external, to inch hole. 

Boilers, working pressure, 195 pounds per square inch. 

23 double-ended boilers, 17 feet 6 inches mean diameter by 22 feet 

» Jong. 

2 single-ended boilers, 17 feet 6 inches mean diameter by 11 feet 4 
inches, long. 


ply of hot and cold, fresh and salt water throughout the ship, 
the pumping of the bilge and of the ballast compartments, and 
last, but not least, the supervision of the large army of stokers 
or firemen and trimmers, and the regulation and distribution 
of the coal supply from the various bunkers. 

Regarding the forced lubrication system, of which a diagram- 
matic sketch is given in Fig. 3, the following statement gives 


the weights of the various revolving parts, together with the 
size of bearings and the pressure on same: 
Weight of one high-pressure turbine rotor complete.. = 86 tons. 
Weight of one low-pressure turbine rotor complete... = 120 tons. 
Weight of one astern turbine rotor complete........ = 62 tons. 
Mar BEARING Pressure 
JOURNALS. Per Square | At 190 Revolutions, 
etbeobe LESS Inch of Surface Speed of 
Bearing Journal. 
Diameter. | Effective Surface. 
| Length. 

High-pressure rotor..| 27% inches | 443 inches | 80 pounds | 1,350 feet per minute 
Low-pressure rotor..| 83% inches | 564 inches | 72 pounds | 1,650 feet per minute 
Astern rotor........| 244 inches | 34% inches 83 pounds | 1,200 feet per minute 


JULY, 1908. International Marine Engineering 305 


A large main drain or reservoir tank is placed amidships, 
low down in the engine room, in such position that the oil from 
all the bearings readily flows into it; the oil is pumped from 
this tank by four direct-acting single-cylinder pumps, through 
a system of filters, to gravitation tanks placed in the engine 
room casings, about 26 feet above the bearings. These tanks 
are of sufficient capacity to maintain the oil supply to the bear- 
ings for ten or eleven minutes after the complete stoppage of 
all the pumps. There is a separate and distinct system of CIES 
supply and gravitation pipes to the bearings on each side of the | 
ship, with cross connections, so that, in the event of any defect 
arising on one side, it can be at once shut off, and the whole 
supply to all the turbines directed through the other side. 
Gages showing the pressure in the oil pump discharges to the 
filters, and also the pressure in the gravitation pipes to the 
main bearing journals and thrusts, are fitted up at the starting 
platform as well as at the pumps, these latter being placed in 
an easily accessible part of the center engine room. A pressure 
gage is also fitted at each bearing, and, in addition, the drain | ER em a. Lx 


GRAVITATION 
& 
COOLING TANK 


O1L PUMPS 


— Al AL aL 


FIG. 3.—DIAGRAM OF FORCED LUBRICATION SYSTEM. 


\ 


| b0RI3 hi 
—o— 


3 or discharge from the bottom reservoir from each bearing and 
thrust is led through a glass-sided lantern-shaped receiver, so 
as to make the flow visible, and a thermometer fitted up at this 
point enables the temperature of the oil from each of the twelve 
main bearings and four thrust blocks to be taken and recorded, 
the practice being to log the temperature hourly. In the gravi- 
tation tanks are placed copper coils of a total surface of 1,335 
square feet, through which cold sea water is circulated, and 
this surface suffices to maintain, at a temperature not exceeding 
30 degrees above that of the engine room, the 4,700 gallons of 
oil in circulation. Each coil is self-contained and withdraw- 
able, so that a leakage of sea water from pitting or other 
cause can readily be located and repaired without interfering 
with the general working of the oil supply. There are also 
reserve oil tanks having a total capacity of 4,200 gallons for use 
in case of emergency. 

Three of the six oil pumps, the discharges from which are 
all cross-connected, are ample for all the necessary oil supply, 
but four are kept in use, so that no risk is run in the event of 
the failure of any single pump not being at once noticed. 

With reference to the feed system, shown diagrammatically 
in Fig. 4, it should be explained that all the auxiliaries in the 
ship, excepting the turbo-generators and the evaporators, ex- 
haust into a general system of auxiliary exhaust piping con- 
nected to the surface feed heaters, auxiliary condensers and 


ste: 


JBOILER RO« 
o 


ALLAST PUMP. 


e BALLAST PUMP 


i 
les 


a 
So 
Ive 


ara hsv | 


==" 


yOLafa HSV 


+ 


SZ )ASSISTANT FEEDS 
SASH EJECTOR ETC. PUMP 


JeoiLer ROOM 


SHOWING TWENTY-FIVE CYLINDRICAL BOILERS. 


6019373 |HSv | 
as ‘ 


ASH EJECTOR ETC. PUMP 


SSISTANT FEED & 


BOILER ROOMS IN LUSITANIA, 


- (FRE Exhaust 
TO SURFACE HEATE 
~ 
TO AUKY CONDENSER 
6 TO CONTACT HEATER 
° TURBO GENERAT s 
Y RATORS EXHAUST 1 19 AUxy CONDENSER 
SI ! 
a \ ‘ ! BOILER 
S —= + jo 
g (aes Me son 
a HOT WELL PUMPS REGULATING VA 3 \ st 
S| 2 a SUCTION/Y FROM HEATERS tym glo CENTRE FEEO PUMPS ly 
ganar E fost = 
A 193ra HSV Bi Py : {S e 3| 
$ ce x DISCHARGE \ 
st fe 5 MAIN\ FEEO .OISCHARGE MN fog rezo 10 BOILERS 
Sy. < G He baa 
te | AUXY_FEER DISCHARGE tg 
Ee a T = Di Sineret 
Bird MAIN & AUXY FEED PUMPS, 
a3 3S REGULATING VALVE 
Oz 4 MAIN & AUXILIARY {DISCHARGE 
25 a HOT WELL PUMPS | 
[ae FEED PUMPS 
= 


HOT- WELL 


TANK 


¥ kK. 
SUCTION FROM AUXY FEED TANK. 


1 SUCTION FROM HOTWELL 


MAIN & AUXY 
FEED PUMPS 


| oh 
4 
BOLDBCS HSv af 


FIG. 4.—DIAGRAM OF FEED HEATING AND SUPPLY SYSTEM, STEAMSHIP LUSITANIA. 


306 


International Marine Engineering 


Jury, 1908. 


atmosphere. The turbo-generators exhaust into an entirely 
distinct system of piping connected to the contact feed heaters, 
auxiliary condensers and atmosphere. From Fig. 4 it will be 
seen that the hot-well pumps draw from the hot-well and 
discharge through two feed filters to the two surface feed 
heaters, and thence to the contact heaters; these latter con- 
stitute the usual feed receivers, and are fitted with float gear, 
controlling not only the steam supply to the main feed pumps, 
but also to the hot-well pumps. In addition, the hot-well 
pumps are controlled by float gear in the hot-well tanks—the 
latter, in case of a shortage of water supply, to prevent the 
pumps running away, and the former precluding the possibility 
of water being forced back to the turbo-generators, should the 
non-return valve in the steam inlet to the contact heater fail to 
act in the event of the feed pumps suddenly slowing. 


had to be at once connected to the particular boiler room in 
question. In actual running, however, it was found that the 
four main feed supply pipes could be cross-connected and made 
common, thus making any demand for special care and vigi- 
lance on this score unnecessary. 

With regard to the maintenance of steady steam at sea, 
although innumerable types of rocking and self-cleaning fire- 
bars have been devised and tried in connection with automatic 
stokers, none of these has been found to give satisfactory 
results in merchant vessels. The stoking, and especially the 
cleaning of the fires whenever hard steaming is required, is the 
same as it was fifty years ago, and, as a consequence, is de- 
pendent on the willingness and ability for work of each unit 
of the stoking complement of the ship. 

(To be Concluded.) 


THE SECOND CLASS CRUISER GLADIATOR, SUNK IN COLLISION WITH THE ST. PAUL. 


In most large merchant ships, on account of accidents which 
have occurred, it has been the general practice to lead the 
exhaust from the electric engines direct to the main or 
auxiliary condensers only, to insure steady running of the 
dynamos, and to prevent the possible passing back of water 
from other auxiliary engines into the cylinders of the electric 
engines. In this present case the electric installation is ‘so 
large, and the temperature of the hot-well, due to the high 
vacuum maintained, so low, that it was considered to be 
essential to utilize this exhaust for the heating of the feed 
water, and, by adopting this duplicate system of feed heaters 
and hot-well control, this end has been attained with a mini- 
mum of risk. 

Owing to the very great length of feed supply pipes from the 
feed pumps to the forward boilers, there was considerable 
speculation as to whether the feed supply to each boiler room 
would have to be entirely distinct. Had this been so, each 
pair of feed pumps would have required to be worked entirely 
independently of the others, and, in the event of any hitch 
occurring, one of the two pairs of stand-by pumps would have 


THE SINKING OF THE GLADIATOR. 


On April 25 occurred a disaster almost without parallel in 
naval history, in that a warship in collision with a merchant- 
man was sunk. The instances of this sort have been ex- 
tremely rare, the greater damage coming usually upon the 
more lightly plated vessel of commerce. In the present case, 
however, the American Line steamer St. Paul, which had just 
left Southampton for New York, and was proceeding at slow 
speed through the Solent in the midst of a heavy snowstorm 
and fog, rammed the British cruiser Gladiator on the star- 
board side between the bridge and the forward funnel, to 
such effect that within about twenty minutes the Gladiator 
touched bottom. Fortunately, the swing of the tide, aided 
by her engines, sent the vessel close to shore before she 
finally went down, and a considerable portion of the hull, 
including one of the propellers, remained above water, as she 
rested on her beam ends. One of our photographs shows her 
in this condition. 

The liner cut clear through the side of the war vessel, and 


JULY, 1908. . International Marine Engineering 307 


i 


| f | 


THE WRECK OF THE GLADIATOR—THE SHIP ON HER BEAM ENDS—BATTLESHIP PRINCE GEORGE IN BACKGROUND. 
(Photograph, Stephen Cribb, Southsea.) 


in backing away carried off one plate of the protective deck the hole made in the liner’s bow by the resistance of the pro- 
(weighing considerably more than a ton), a watertight door,  tective deck of the cruiser, and are clearly shown in the small 
some coal bunker casings, and a number of sections of angles detail in the upper corner of one of our illustrations. The 
joining these plates together. These were left embedded in damage to the liner was considerable, but she was in no 


THE AMERICAN LINER ST. PAUL IN DRY DOCK AT SOUTHAMPTON, SHOWING DAMAGE TO BOW. 


308 


International Marine Engineering 


JuLy, 1908. 


danger, because of the fact that her forward collision bulk- 
head intervened between the apertures and the main part of 
the hull. On the starboard side, however, indentations, in- 
cluding even the splitting of plates, ran back some 45 feet 
from the bow above the waterline. These were due, doubtless, 
to projecting guns, or something of that sort, on the cruiser. 

The impact was almost at right angles. At the request of 
the captain of the cruiser, the St. Paul was backed out of the 


CLOSE VIEW OF THE DAMAGED BOW OF THE ST. PAUL. 


gap instead of being allowed. to block the gap and push the 
cruiser ashore into shallow water. As soon as the vessels 
were clear, the Gladiator began to list heavily to starboard, 
and took the ground in about 6 fathoms, at a quarter of a mile 
from shore. The St. Paul lowered boats to assist in the 
saving of the crew of the Gladiator, many of whom were 
injured, and four or five of whom actually boarded the liner 
at the moment of collision. Unfortunately, these boats were 
swept far away by the tide and wind before they could be 
used, and those of the Gladiator, being launched from her 
high side, fell against the side of the vessel, and were with 
difficulty put afloat. The loss of life is said to have been 
twenty-eight, including one officer, all of whom belonged to 
the Gladiator. 

The cruiser was launched in 1896 at Portsmouth, having a 
displacement of 5,750 tons, a length between perpendiculars of 
320 feet, a beam of 57 feet 6 inches and a draft of 24 feet. 
With twin-screw engines of 10,000 horsepower the vessel 
made 19 knots. Steam was furnished by Belleville boilers. 
The battery included ten 6-inch guns and eight 12-pounders, 
besides six smaller guns and three torpedo tubes. 

The St. Paul is a twin-screw passenger steamer, launched 
in 1895 by William Cramp & Sons, Philadelphia. She meas- 
ures 535 feet 6 inches between perpendiculars, with a beam of 
63 feet anda draft of 26 feet 8 inches. Her registered tonnage 
is 11,629. She has quadruple expansion engines of 20000 
horsepower, giving a maximum speed of 21.5 knots. 


The battleship Michigan was launched by the New York 
Shipbuilding Company, Camden, N. J., May 26. She is the 
first American “all big gun” battleship, has a displacement 
of 16,000 tons, and the main battery will consist of eight 12- 
inch rifles, all training on one broadside. 


RESULTS OF FURTHER MODEL SCREW PROPELLER 
EXPERIMENTS.* 
) BY R. E. FROUDE, F. R. S. 
GENERAL SCOPE OF EXPERIMENTS. 


The experiments on model screw propellers, with which this 
paper is concerned, are an extension of those made at the 
Torquay tank in 1884. Since the present experiments, while 
covering a good deal of fresh ground, covered also the whole 
ground of the previous ones—so far, at least, as is relevant to 
present-day conditions—and were carried out, in some ways, 
on improved methods, their results may be said to supersede 
those of the earlier experiments. 

The principal points in which the present experiments ex- 
ceeded in scope the previous ones were as follows: 

(i.) Lower values of pitch ratio included. [The highest 
values included in the old experiments were at the same time 
discarded; but these were quite outside the range of present 
practice.]| This downward extension of the pitch-ratio range 
in the new experiments brings in pitch ratio as an important 
factor affecting efficiency, since it is in the region below the 
range of the old experiments that pitch ratio influences 
efficiency in an important way. 


MM 


SCALE OF DECIMALS OF A FOOT. 
0 1 2 3 “4 5 
[oe ee eee eee | 


FIG. 4.—BOSS OF MODEL PROPELLERS. 


(ii.) Three-bladed as well as’ four-bladed propellers were 
tried [in the old experiments the model propellers were all 
four-bladed]. 

(iii.) Variation of width proportion of blade was tried, 
ranging from that of the old experiments up to about twice 
that width. 

(iv.) Difference in blade shape; by including the wide-tip 
pattern, in addition to the elliptical pattern solely used in the 
old experiments. 

For outlines and sections of blades and shape of boss, etc., 
see Figs. 1 to 4. For elliptical propellers, the developed out- 
lines are ellipses of major axis equal to propeller radius, and 
the blade-width ratio is the ratio of minor to major axis. The 
developed outlines of the wide-tip propellers are formed from 
elliptical outlines for the same reputed blade-width ratio by 
making, for any radius, = 7, 

(x if 


Wide-tip width ordinate 
= |= Ae eee 


Elliptical width ordinate [2 R 
where R = propeller radius.. Hence, for the same blade-width 
ratio, the wide-tip and elliptical outlines have the same total 
area. For the purpose of the analysis, and for relating disk- 
area ratio to blade-width ratio, the entire area of the elliptical 
or wide-tip outline thus obtained is reckoned, without any 
allowance for portion covered by boss. 


METHOD AND GENERAL CONDITIONS OF EXPERIMENT. 
Method—The experiments were the usual kind of what are 
described as screw experiments “in open,’ namely, in undis- 
turbed water (without model in front), the screw being 


‘mounted on the forward end of the shaft which drives it, the 


whole advancing through the water at a prescribed speed, the - 


* Read before the Institution of Naval Architects, London, April 10, 
1908. 


JuLy, 1908. 


International Marine Engineering 309 


PARTICULARS OF REGULAR SERIES OF MODEL PROPELLERS, 
THREE-BLADED ELLIPTICAL. 


Reference No. 


Lol 


© OI AN FW ND 


se) 


screw driven at prescribed revolutions per minute, and the 
thrust and turning moment being measured. Each set of 


Blade Width Disk Area experiments on each screw consisted of some twenty runs at 
Ratio. Ratio. Pitch Ratio. the same speed, at different slip ratios; including a run or two, 
4 08 885 at beginning and end, with screw off, for eliminating constant 
55 413 885 resistances of apparatus. This series of runs, which occupied 
7 -525 885 some 2% hours in the middle of each day, was daily both pre- 
4 3 1.09 ceded and followed by a series of experiments, with truck 
55 413 T.09 stationary and a turbine brake dynamometer substituted for 
7 +525 1.09 the screw, to measure the “working” friction of the driving 
4 3 I.315 gear. 
55 +413 1.315 Diameter of Screws.—Uniformly 0.8 foot [as compared with 
“7 +525 T.315 0.68 foot in the old experiments]. 
4 +3 1.53 Immersion (to center of shaft) —Uniformly 0.64 foot [viz., 
+55 +413 1.53 0.8 of the diameter, as in the old experiments]. 
“7 +525 1.53 Speed of Advance.—3oo feet per minute [as compared with 
THREE-BLADED, WIDE TIP. 206 feet per minute in the old experiments]. This was the 
6 .A5 .885 highest speed at which it would have been possible to obtain 
8 6 .885 the desired range of slip ratio, without overstraining the driv- 
I.0 75 885 ing gear. 
6 45 1.09 Boss of Screws.—The boss common to all the model screws 
8 6 1.09 (see Fig. 4) was (as usual in our model screws) of the smallest 
1.0 75 1.09 practicable character. Some special experiments: made with 
6 -45 T.315 ordinary large bosses showed the effect of a large boss to be 
8 6 I.315 material, partly in its resistance, and still more in an increase 
1.0 75 1.315 of revolutions per minute, dué presumably to stream line 
6 645 53 action; but, as both these effects are intimately involved with 
.8 .6 1.53 those of the bearings or shaft tubes, which in the ship imme- 
I.0 w75 46GB diately precede the propeller, it seems best, where all these 
k features are absent, as in the experiments with which we are 
FOUR-BLADED, ELLIPTICAL. F 
iv ie 885 here concerned, to suppress the boss $0 far as possible. 
re 66 885 Skew-Back of Blades——The model screws employed in the 
regular series of experiments were without skew-back; but 
07/ oF 885 g : ah 
mA i 89 experiments were made with four additional model screws 
Bis having a skew-back of 15 degrees on the driving face, other- 
“55 “55 1.09 ates 
y 7 ee wise similar to four of the regular series, and the skew-back 
ui of oS was found to make no material difference in the result. These 
55 55 gg four skew-back screws were generally similar to Nos. 7, 8, 9 
7 ee RoBRG and 31 of the list. 
4 ofl 1.53 ANALYSIS AND REDUCTION. 
55 55 ToHy Basis.—It is perhaps in the system of analysis and reduction 
of 7 1.53 of the results, more than anything else, that the present series 
ELLIPTICAL BLADES. NORMAL SECTION WIDE TIP BLADES. 
(DEVELOPED OUTLINES.) ON MID. LINES OF BLADES. (DEVELOPED OUTLINES.) 


g facave WIDTH RATIO 


FIG. 3. 


BLADE WIOTH):9 
RATIO {i= 


310 


International Marine Engineering 


JuLy, 1908. 


of experiments differs from the previous. The introduction of 
width proportion and shape of blades as varying conditions, 
and the recognition of pitch ratio as having an important in- 
fluence on efficiency, in any case necessitated some change; but 
also, the possibility had presented itself to me, in course of 
study of the results of the previous experiments, of so har- 
monizing the results. that the relation of thrust to revolutions 
per minute could be calculated for a screw of any diameter 
and pitch, by means of a simple formula, without using any 
diagrams or tables at all. 

Apart from the convenience of being able to embody the re- 
sults in such a form, it is, of course, always desirable, when 
possible, in harmonizing the minor and accidental irregularities 
of a system of experiment results, to use a mathematical ex- 
pression which has some at least approximate theoretical 
relevance, in place of a mere graphic fairing of spots by a 
curve. The analysis, then, of the series of thrust and 
efficiency curves yielded by the experiments on the individual 
model screws, was in the first instance based on the following 
simple formula for thrust in terms of revolutions per minute: 


T= a R2— OR (2) 


Where 7 = thrust; R = revolutions per minute; a = a co- 
efficient depending on dimensions, etc., of screw; b, one depend- 
ing on the speed and pitch. 

This formula embodies the following idea, which under 
certain ideal conditions would be theoretically correct: 

Imagine an elementary blade mounted on the end of a re- 
sistless spoke, revolving at circumferential speed R, and stand- 
ing at an angle a from the plane of rotation; the whole having 


an axial speed 7 


relatively to the fluid. 
assuming a “small,” if be the circumferential speed for zero 
thrust, we may put 


Then (see Fig. A), 


and 
aaa 

T = (say)k R®?|a— —| = |k—| R?— (RV)R. 
ze Ry} 


Thrust = 


In any screw, revolving in still water at various rotary 
speeds without axial advance, the thrust will, of course, be 
proportional to the square of the rotary speed. This fact is 
expressed by the term a FR’ of the formula, represented by the 
ordinates of the parabola A B C D in Fig. B. If now we 
suppose the screw, while still revolving as before at various 
rotary speeds, to have a definite forward axial linear speed of 
advance V as well, there will, of course, then be a certain 
definite rotary speed (revolutions per minute = Ro, say), at 
which the thrust will be zero, below which it will be negative, 
and above which it will be positive, but of decreased amount. 
And the formula expresses this decrease of thrust in terms of 
revolutions per minute, by the negative term Db FR, represented 
by the ordinates to the straight line A C E, cutting the para- 
bola at C, namely, at Ro, the revolutions of zero thrust. Thus 
the straight line A C E becomes in effect the zero line for the 
curve C D, regarded as the thrust curve for the speed of ad- 
vance I”; and, similarly, the same parabola A B C D may be 
made to furnish the thrust curve for the same screw at any 


speed, by drawing accordingly the sloping line A C E which 
represents the term ( — b R) of the formula. 

Even before the experiments herein described were begun, 
I had found that this formula expressed the thrust curves of 
experiment, in general, remarkably well; since, therefore, a new 
reduction was in any case necessary, this formula was un- 
questionably the right basis for, at any rate, the primary 
analysis of the results. : 

Thrust.—Continuing the study of the formula, it will be 
seen that if, as is most convenient for such analysis, and as has 
been done in this case, we take as a conventional measure of 
the pitch the travel per revolution at the revolutions per 
minute Ry (of zero thrust), so. that 


and, again, observing that for zero thrust at revolutions = Ro 
we must have a Ro = b Ro, we can eliminate the coefficient b 
in terms of a, V and P. And, assuming the coefficient a to have 


rs ° 


pate 


SOYMEE OF fr 


FIG. B. 
been correctly obtained for a screw of specific design and unit 


diameter (diameter = D = 1), we obtain from equation (1) 
above, the following two alternative equations for thrust :f 


é a nS) 
PSs =p p——— (2) 
p (E= SF 
T = aD RS, (3) 
where 

P 

P= 

D 
or pitch ratio, and S = slip ratio as ordinarily reckoned, viz. : 
(R — R.) = R. The former of these, expressing thrust in 


terms of speed and slip ratio, is perhaps the most intelligible; 
while the latter is often more convenient for computation. 
To enable the thrust, for given speed and revolutions, to be 


7 Substituting, in equation (1), a Ro for ple get— 
0 
T =a R?—a Ro =a (1— ) Sars. 


This is for unit diameter. For propellers of uniform design, area in- 
creases as (diameter)?; and, for given revolutions, so does thrust per 


unit of area as affected by speed; thus giving equation (3) of text. 
Next, remembering that— y 
@ SS) = , 
RP 
and substituting for R in equation (3), we get— A 
DS a 
T =a D? V2 ———__—_- = — DPD? 7? ——_—_—__. 
P? (1— S)? p (1 — S?) 
N.B.—In the analysis of the model propeller results, V has been 


taken in hundreds of feet per minute, and R in hundreds of revolu- 
tions per minute. 


Jury, 1908. 


International Marine Engineering 


311 


- FACTOR 


OF BLAQE 


“SCALE 


00) 


0. 
SCALE OF Disk AREA 


RATIO 


+ 
CURVES OF EFFICIENCY CORRECTION 


SCALE OF EFFICIENCY DIFFERENCE 


FIG. 5.—CURVES OF BLADE FACTOR AND EFFICIENCY CORRECTION ON BASE OF DISK AREA RATIO. 


calculated by either of these formule for a propeller of any 
given design and dimensions, it is needed only to determine the 
coefficient a as affected by difference of design, the principal 
elements in which may be taken to consist in pitch ratio, type 
and blade width proportion. 

It was found that the effects of these two principal elements 
might be taken as independent of one another, and that, as 
regards pitch ratio, a might be most correctly taken as pro- 
portional to p (p + 21). As regards type, the value 


——_—_—, which, as just seen, is constant for varying pitch 
> (DP ap Ze) 

ratio, was taken as the expression for the “blade factor” B; 
the purpose of which is to denote what may be called the thrust 
capacity of the propeller, as dependent on type, 1. e., whether 
three-blade elliptical, three-blade wide-tip, or four-blade 
elliptical; and within each of these types, on width proportion 
of blade. The value of this blade factor B, as obtained from 


CORRECT FOR 3 BLADED ELLIPTICAL . 


EFFICIENCY CURVES OF 0°45 DISK AREA RATIO 


SCALE OF 


SCALE OF EFFICIENCY 


-as{ scate OF SLIP RATIO =S 


FIG. 6.—EFFICIENCY CURVES AND X-Y CURVE BASED ON SLIP RATIO. 


312 


International Marine Engineering 


JuLy, 1908. 


the experiments, and as dependent on these variants, has been 
indicated by the ordinates of three curves (see Fig. 5) re- 
spectively proper to the three types just mentioned, on an 
abscisse scale representing blade width proportion, as indicated 
by “disk area ratio,” namely, ratio of total blade area to disk 
area. : 

At the same time, for a final test of the formula of equation 
(1), as accurately expressing the variation of thrust with 
revolutions, the thrust values of all the individual propellers, 
at a series of slip ratio values, were carefully compared with 
thrust values calculated by formula; and on this information 
the thrust formula was corrected by multiplying the right-hand 
side by 1.02 (1 — .08 S). Making this correction, and also 
substituting for a its value in terms of the blade factor. B, just 
referred to, equation (2) becomes the final thrust formula, as 
follows: 


Pap Dit 1.02 S (rt — .08 S) 
TD = IP WP XK B x (4) 
p (“E= SK 

To facilitate calculations, a curve was computed expressing 
the last factor (involving S only) as an ordinate (= y) toa 
base (= 2), expressing revolutions and pitch relatively 
to speed, as indicative of the slip ratio S. This curve, com- 
monly called the “sv y” curve, appears in Fig. 6. Conveniently 
for ship screw calculations, the numerical coefficients used in 
the computation of this curve were chosen for expressing, not 
thrust, but “thrust horsepower” (or T H P) =H; speed=/, 


in knots; revolutions = R, in hundreds; diameter = D, in 
feet. We thus get as the expressions for 7 and y as follows: 
IR DID (FB ORYRT 
x= = (5) 
V w n= Sl 
p jst SS (Z = .63 S)5 
7S x = 6992162 (6) 
IB(GDar Om) JOP WS |b. (Ga) Za 


In regard to the expression for + 


6.08 
1.0133 = _ 


speed in hundreds of feet per minute 


6 speed in knots. 
In regard to that for y; from equation (4), 


Lin Vile = Pre rtAS(EG— C8S) 
= B 


D* ¥2 D* V3 p (za — S$)? 
Then, converting J’ from 100’s feet per minute into knots, and 
T V into H, this equation becomes 


33,000 
H 
100 p KO SS (GE = ols} S)) 
x 
10o1.33\/° B (p + 21) (x — S)? 
D? 
100 
or 
H p S (a = .08 S) 
x 6932102 $$$ =; 
DPV? B(p+ 21) (z — S)? 


(To be Concluded.) 


An unusually large number of new ships have visited New 
York during June. They include the Holland-America liner 
Rotterdam, 24,170 tons; the French liner Chicago, 11,000 tons; 
the Russian-American liner Russia, 14,000 tons; the North 
German Lloyd liner Pring Friedrich Wilhelm, 17,500 tons, 
and the Principe de Udine, of the Lloyd Sabaudo. 


The Tug Monomack. 

This tug was launched from the yard of the Atlantic Works, 
East Boston, on March 7. She took her maiden plunge side- 
ways into a slip which is just wide enough to permit the travel 
of a marine railway cradle. The boat is owned by the Merri- 


THE TUG MONOMACK GOING OVERBOARD. 


mack River Towing Company, and is to be used for general 
towing. Her length over all is 77 feet 6 inches, with a beam 
of 17 feet 2 inches; depth of hold, 7 feet 8 inches, and a draft 
of 7 feet 6 inches. H. M. Smirz. 


Transatlantic Steamship Records. 


The first steamship record of any vessel crossing the At- 
lantic was the twenty-five days occupied by the Savannah in 
1819. Nineteen years later the Great Western crossed from 
Liverpool in fourteen days. In 1840 the Cunard steamer 
Britannia reduced the record to ten days and six hours. In 
1852 the Collins Liner Arctic made the trip in nine days and 
seventeen hours. Other records are as tabulated: 


Days. Hrs. Min. 
1856—Persia (Cunard)... 4.665 es eeoe 9 I 45 
1866—S\jcotvas (Cunard)... .....-.-- 8 2 48 
1869—City of Brussels (Inman)...... 7 22 3 
1875—City of Berlin (Inman))s......-. 7 15 48 
1877—Britannic (White Star)........ 7 a0) 54 
1880—Arizona (Guion).............. 7 7 23 
1882—Alaska (Guion)............... 6 18 37 
1884— Oregon (Cunard)............. 6 II 9 
1885—EFtruria (Cunard)............. 6 4 43 
1889—City of Paris (Inman)........ 5 19 18 
1891—Majestic (White Star)........ 5 18 10 
1891—Teutonic (White Star)........ 5 16 31 
18O2—— anise CNmennican)) sane 5 14 24 
1893—Campania (Cunard)........... 5 12 7 
1907—Lusitama (Cunard)........... 5 Bic 54 
1907—Lusitania (Cunard)........... 4 18 40 
1908—Mauretania (Cunard)......... 4 20 15 


This does not include records from Southampton or Ply- 
mouth. 


* The last of the paddle-wheel steamers. 


The Largest Ships in the World. 


A German contemporary has listed all the vessels of over 
20,000 tons now afloat or building, there being nine in service, 
one other (the Rotterdam) very nearly ready, and four 


Jury, 1908. 


International Marine Engineering 


SES 


others in various stages of construction or “anticipation.” 
This makes a total of fourteen. Four of the nine in service, 
and one of those under construction, are accredited to the 
White Star Line, all having been built by Harland & Wolff, 
of Belfast. The Hamburg-American Line is accredited with 
two in service and two under construction, three of which 
total were built by Harland & Wolff; the other was built by 
the Vulcan Works at Stettin. The Great Northern Steam- 
ship Company has one vessel, built in the United States; the 
Cunard Line has two ships, built on the Clyde and the Tyne, 
respectively; the Holland-America Line has one ship, prac- 
tically finished, by Harland & Wolff, and the North German 
Lloyd Line is having one large vessel built by the Vulcan 
Works. 

Omitting the four vessels on which only slight progress has 
been made, we find ten immense steamers, aggregating 246,309 
tons gross, or an average of 24,631 tons. Six fly the British 
flag, two are German, one American and one Dutch. 


that the contour of drawing and that of the pattern shall be 
exactly similar, If such is not the case, why exercise such care 
in reading the areas, the ratios, etc.? It seems to be the rule 
for the drawing to show one shape and the pattern another. 
Hence, as the developed area shown on the drawing and the 
area of blade are different from those in metal, of what use are 
all the refinements into which designers enter in designing a 
wheel? If we take a drawing of a wheel, and, after the ship 
has undergone her trial trip, compute from the drawing the 


‘characteristics of the blade, and use them in the computation 


for data required in such cases; then, if the wheel as built is 
not of the shape as shown on the drawing, of what use would 
there be in using this information for designing other ships? 
The writer had this very forcibly impressed upon him some 
time ago. 

Fig. 1 shows a wheel where the drawing and pattern were 
exactly similar. Fig. 2 shows the same blade, as drawn by a 
well-known method. It is not the object of this paper to dis- 


m” 
Y 


ae = 
a j 
A See = 7 ASI i 
Ce) | 1 
fl ey 
3 Z 7 yj al 
@ S | 
3 YT WTI, I> 
2, MMM Ys L | | 
se Fe | 
3 Sy 
n | uv =I | 
ay Qe} 1 
& un 1 
g | 
4 | | 
ko} At | 7 
0) Ro eS 
i) 4a SS mn! & 
S 0OOl & 
ie) Sl) i=) 
5 oll ay 
(=) [|| oy 
! » 
3 y| | 4 
3 | icin 
E aT Ss 
5 mi | # 
o | | 
E BS 
s : 
2 = * (ee) 
me : 1 
S) a 
= 
g y) i | 
at 
a 
| 
| a 
| - 
yes |8 [ees 53 
| 
aa 
Bx 
A 
nok 
ON 
SITs} 
ars 
Yt 8 
Leh 


FIG. 1.—THE DEVELOPMENT OF A PROPELLER WHEEL OF 12 FEET 4 INCHES DIAMETER AND AN EQUAL PITCH. 


THE LAYING OUT OF PROPELLER WHEELS. 
BY CHARLES S, LINCH. 

There is no one subject within the limits of the science of 
naval architecture which offers more interest to the investiga- 
tor than the propeller wheel. The mist which has obscured 
the subjects of resistance and propulsion is rapidly vanishing 
before the investigations carried on at the experimental tanks, 
under such investigators as Durand, Taylor, Rota and Froude. 

It is not only with regard to these two subjects that diversity 
of opinion exists, but in the delineation of the wheel as well. 
It should be the aim of the designer to so delineate the wheel 


cuss the various methods or to criticise their faults and virtues, 
but to submit to the readers of this journal a method of de- 
lineating the blade, and a method of making the pattern 
whereby the two agree in every detail. 

Let us take the wheel shown in Fig. 1. . This wheel is 12 
feet 4 inches in diameter and 12 feet 4 inches in pitch. We 
will assume that we are given the required developed area, and 
that we have gone through the preliminary work, and have 
decided on shape of blade as shown, and are prepared to make 
the working drawings for same. 


We first draw the horizontal line X.X;. This line is the axis 


314 


of our shaft. Now draw a line Y Y’ at right angles to X Xi, 
intersecting the axis in B. About this center line will be drawn 
our athwartship view, or in other words, these lines lie in an 
athwartship plane. From the center B we set off on either 
side of the vertical, or its intersection, a distance equal to 


Pitch 1? 


27 6.2832 
From B we set off on Y Y’ a distance B C, equal to the 
In our case this is 6 feet 2 inches. 


radius of the wheel. Now, 


from B we set off a distance equal to the radius of the hub, 
or we can ignore the hub for the present, and set off on Y Y’ 
from the point B the distance Ba, Bb, Bc, etc., as shown. It 
is better to decide on the hub and to sketch in its contour. 
From the points a, b, c, etc., we draw a series of lines to 4 
(these lines are termed pitch lines), and through the points 
a, b, c, etc., we describe elliptic arcs, the radii of these arcs all 
lying on Y Y’ produced. Set off from a, b, c, etc., the re- 
quired distances, as I, 2, 3, 4, etc., these distances being obtained 
from our preliminary work, where account is taken of the re- 
quirements for blade area. Now pass a fair curve through 
these points, and we obtain the contour of the developed blade. 
The area included within this boundary should be the de- 


International Marine Engineering 


Jury, 1908. 


veloped area of the wheel as built, except in so far as slight 
variations would modify it. 

With B as center and radius Ba, Bb, Bc, etc., describe circu- 
lar arcs (the elliptic arcs project on an athwartship plane into 
circular arcs). We can now proceed to lay down the pro- 
jected area by one of two methods. We can, from the points 
C1 C2, project a horizontal line parallel with the axis, until it 
intersects the circular arc, and thus get points for the projected 
area; or we can simply produce the pitch line, for instance, 
through c, and take a distance cs cs, equal to c’ c”’, and lay off 
from ¢o the distances Co ¢s, Co Cs, proceeding thus for each arc, 
the result in either case being precisely the same. Take the 
former method. Project back from c2 to ¢s, and repeat for each 
arc, passing a curve through the points thus obtained. We 
have at once the contour of the projected view, and the area 
inclosed will give the projected area. Now for the fore-and- 
aft plane. 

Draw the perpendicular Y” Y’” intersecting the axis at P. 
Set off Y’”’ O equal to the “fall back” or skew. From Q draw 
a straight line QZ, intersecting Y’’ Y’’ in Z. [Note —It is 
simply the desire of the man having the wheel made that the 
generating line shall intersect at this point. It is not any 
easier for the pattern maker, and there is no reason why it 
should not intersect Y” Y’” at P.] 

From the points of intersection of the elliptic arcs with the 
boundary line of the blade on the athwartship plane, draw 
horizontal lines parallel with the axis to az b7 cz, etc. Set off 
on either side of the generating line Q Z the distance A u or 
c cx This gives the point of division, and passing a curve 
through these points we have the contour of blade when 
viewed from a vertical plane parallel with the shaft. 

The thickness of the blade at tip and root having been de- 
cided, as well as the successive blade sections in the preliminary 
work, we proceed to draw them in, and the remaining details 
can now be filled in. We have used the elliptic arc for our 
developed area. It will be shown later that the pattern is 
built up in precisely the same way. 

Now to prove the correctness of the construction and the 
reasoning. It is evident that a straight line moving uniformly 
around an axis which it intersects at right angles (or in- 
clined at any angle), and advancing uniformly along the axis 
will sweep out a surface. This surface is termed a helicoid. 
The first line is termed the generating line or generatrix; the 
second the axis. Now it is apparent that any point in the 
generating line will trace out a helix. In other words, the 
locus of any point in the generatrix, as it moves in obedience 
to the law expressed above, will be a helix. Keeping in mind 
the idea of the surface, we see that the locus of the point must 
be in the surface. 

If, for one complete revolution of the generatrix, every 
point moves through equal distances in the direction of the 
axis, the pitch will be uniform, and hence the surface is a 
surface of uniform pitch. This is the surface used for deriv- 
ing the face of a blade of uniform pitch. It can be proved that 
a helix traced by any point in the generating line is a curve 
of intersection of a cylinder with the screw surface. Take any 
number of points on the generatrix; each of these points will 
limit the radius of a cylinder. The cylinders, having the same 
axis, are termed co-axial. 

We observe from Fig. 3 that as the diameter of the cylinder 
increases, the pitch being constant, the angles of the helix 
decrease. 

Let P = pitch; r = radius of cylinder; a = angle of helix. 

IP 
Then tan a@ = 


277 


Now, co-axial cylinders intersect the screw surface in 
helices, and, as we have seen, make certain angles with the 


Jury, 1908. 


Pitch-- 


Circumfsrences at_various-radii 
L i mete we pat £5 a oe = a} 
hn ya ASG 

——_— : —Circumference at 12’4” diameter—-———-——_+| 


FIG. 3. 


axis. If we pass planes through the middle point of the helical 
curve, keeping the same angle with the axis, we find that they 
will intersect these planes in elliptic arcs. In the delineation of 
the blade, we swing these elliptic arcs at all radii around the 
common center line B C until they all lie in the same plane. 
This, of course, makes their major and minor axes coincident ; 
but, as shown, they are of different length. We can either 
compute the radii of these elliptic arcs, or we can obtain them 
by construction. 

Take the arc passing through b, for example. We have 
seen that the distance Bb is the semi-minor axis. The dis- 


12 


tance bA is the semi-major axis. The distance locates 


27 
the foci of all the elliptic arcs. Let oy = Bb, and or = DA, 
Fig. 4. Complete the triangle. Produce oy in both directions. 
With ow as distance, set off on oy produced, oy’ = 0 x. Set 
off on yx, from y, the distance y y’ = yu. Now, yu=yy = 
o x —o y = difference between semi-major and semi-minor 
axis. Bisect u x, and produce the perpendicular to intersect 
o y produced, as at w; then w y is the radius of the elliptic 
are. 

To prove the correctness of this construction. In the elliptic 
are passing through b, Fig. 5, take any point vu. From u draw 
the radii vectors y, y. Now, bA is the length of pitch line, 


i 


Wie 


FIG. 4. 


International Marine Engineering 


315 


or length of semi-major axis. We know that the sum of the 
focal radii, or radii vectors, is equal to twice the length a, 


P 
or to twice the length of pitch line. As locates the 
21 
h 
U 
a 
Yy 
JAG pas Se le eee Oe, mks 
is oir ae RENE C PT STD THIN pare eal 


foci of all elliptic arcs about Y Y’, Fig. 1, and y, y’ are focal 
radii, or radii vectors, as above; therefore, y + y’ = 2 a. 

The writer has been frequently asked why, when a blade has 
a fall back, should not the developed area be raised above the 
projected area? In other words, why should not the developed 
area be drawn as though Q Z were swung around Z until it 
was at right angles to the axis of the shaft. This would make 
the contour of blade show above its projected view. 

If two straight generating lines, such as OZ and OZ’, Fig. 
6 (OZ being at right angles to the axis, and O Z’ inclined 
to O Z at any angle), move together, generating screw sur- 
faces, the form and pitch of both being equal, the helices of the 
two surfaces so formed must be exactly similar. Now, these 
surfaces will always be at a constant distance from each other, 
and for any radius such as Ba, Fig. 1, represented by 7 in 
Fig. 6, this distance will, therefore, be Ba & tan 9 =r X 
tan 9, where © is the angle of inclination of the generating 
line. 

Therefore, when O Z’ at any radius leaves the surface, O Z 
at the same radius leaves its surface. Therefore the surface 


FIG. 6. 


formed by O Z will be precisely the same as that formed by 
O Z’. Yaking Fig. 1, for instance, the developed area formed 
by Q Z will be precisely the same as that formed by Y’” Z. 
We see, therefore, that a blade generated as above is obtained 
simply by setting the helices at intersected distances aft, cor- 
responding to points selected. This can be further proved by 
laying down a template, and fitting the same to the pattern. 
This shows that the athwartship projection for the same de- 

veloped area is independent of the fall-back or skew. 


(To be Concluded.) 


Published Monthly at 


17 Battery Place 
By MARINE ENGINEERING, INCORPORATED 


New York 


H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 


and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY GRAVES KOON, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 


Branch 
Boston, 170 Summer St., S. I. CARPENTER. 


Offices 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine Engineering, Inc., New York. 


INTERNATIONAL MarINE ENGINEERING is registered in the United States 
Patent Office. : 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 

no free list and accept no return copies. 
Notice to Advertisers. 

Changes to be made in copy, or in orders for advertising, must be im 
our hands not later than the 5th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
is to be submitted, copy must be in our hands not later than the Ist of 
the month. 


Attack on the Florida. 

On May 27, the American single-turret monitor 
Florida was attacked by her sister ship Arkansas, one 
12-inch shell, filled with high explosive, being directed 
against the face of the turret, close to the starboard 
gun, while one 12-inch and four 4-inch shells were 
fired at an experimental mast, built up completely of 
spirally-placed steel tubes to a height of about go feet. 

The object of the attack was to determine the effect 
of the detonation of a high explosive shell against a 
modern turret, as regards both penetration and the 
disturbance of electrical and other fittings within the 
turret. The second part of the attack was intended to 
determine the value for fire-control purposes of such 
a mast as was fitted to the Florida for this purpose. In 
neither case was the attack or its object at all similar 
to those carried out by the British Admiralty against 
the old ironclads Belleisle and Hero, in which cases 
the object appears to have been to riddle the ships and 


International Marine Engineering 


JuLy, 1908. 


effect a complete destruction. The attack differed in 
another way, in that the two British ships were con- 
demned and of no further use, while the Florida is 
still serviceable as a coast-defense vessel, having in 
fact been launched as recently as 1900. 

While the detailed results have not been made 
public, enough is known for us to state that after the at- 
tack on the turret, the turret turning, gun elevating and 
ammunition hoist mechanism was still in perfect order, 
and readily responded when called upon to function. 
The attack on the mast resulted in severing several 
of the tubes of which it was built, but such was the 
strength of the entire structure and its stability against 
failure, even in such a wounded condition, that it was 
still perfectly serviceable, and could have withstood ap- 
parently a much more severe fire than that to which it 
was subjected. 

It is proposed to make a further experiment by 
mooring the Florida in shallow water and directing 
against her side a modern torpedo. The object of this 
is to determine to what extent inner subdivision may 
resist the explosion of such a torpedo, special compart- 
ments having been built into the ship for this purpose. 


Marine Engine Design. 

In this issue is being started a serial on the above 
topic which, it is expected, will run throughout the bal- 
ance of the calendar year. The intention is to repub- 
lish this in book form as soon as the serial is con- 
cluded. 

Most of the text-books on the subject of marine en- 
gines deal only in a general way with the subject of 
design, and particularly with this subject as referring 
to the numerous co-ordinating parts of the modern 
marine engine. No matter how extensive the work, 
nearly all of the space is taken up with descriptions and 
illustrations of engines of various types, with some re- 
gard to historical features, but with very little to the 
actual work of laying out and designing the engine. It 
is felt that the little work at present under way will fill 
a decided void in this respect, and, being totally free 
from the descriptive part of the subject, which may be 
obtained in any text-book now on the market, it will 
be much more readily available for the particular use 
for which it is intended. 

It is not the idea in this work to cover in detail the 
design of every part of the engine; but enough is 
given in the way of detailed design of the principal 
parts to indicate the general scope of the problem, and 
to lay down methods by which the entire work can be 
carried to completion. As given, this represents the 
result of several years of experience in teaching the 
subject of marine engine design to students of the 
University of Michigan. Irrelative material has been 
carefully excluded, and the whole subject is given in a 
concise and thoroughly readable manner. 

Boilers and auxiliary machinery have been omitted 


Jury, 1908: 


International Marine Engineering 


a Te Te A PST = 


completely; the former forming a separate subject, 
and, indeed, under the present increasing steam pres- 
sures, we find that special watertube boilers are rapidly 
taking the place of their firetube predecessors, and 
these watertube boilers, being constructed by various 
manufacturers under their own patents, would scarcely 
form a fruitful subject for the discussion here of de- 
sign. Auxiliary machinery is also largely in the hands 
of builders of special types, and comes under the same 
general classification with regard to the desirability of 
attempting to design it in a work of this sort. The 
propelling machinery alone is considered, but this is 
given in such detail as to make a fairly complete, 
though very brief, treatise. 


Propeller Wheels. 

Two articles this month deal with the ever-vexing 
subject of the propeller. One of them, from the pen 
of a practical marine engineer, discusses the laying out 
of propeller wheels, and is to be followed next month 
by a treatment of the making of patterns for propellers. 
The other article is the reprint of a paper read by an 
expert investigator before the Institution of Naval 
Architects, and is also to be concluded next month. 

We have frequently had occasion to refer to this 
subject editorially, usually in connection with some 
article or series of articles which we were publishing. 
It is one of the utmost importance, and one to which, 
in most quarters, too little attention is paid. More than 
this, it is a subject which is perhaps as far from being 
an exact science as anything in modern shipbuilding. 
No two designers could be expected to turn out identi- 
cal propellers from a given set of conditions and re- 
quirements; and frequently of half a dozen dissimilar 
designs, actual trials would have to be made to de- 
termine which was best suited for the purpose in hand. 
This arises from the fact that different features con- 
nected with the design of a propeller are differently 
evaluated by the various designers, and that the sub- 
ject, so far as the laying down of specific rules for 
design is concerned, is still in a very unfinished state. 
It is for this reason that every bit of new information 
which can be brought to bear is of value, whether that 
information be the result of the trials of actual pro- 
pellers on ships for which they were designed, or the 
result of experiments conducted with model propellers, 
either with or without an attendent hull. 

For obvious reasons it is usually impracticable to run 
-a model propeller in connection with a hull. In the 
first place, the models are usually run in a series, show- 
ing variation along one or more of their component 
elements, such as pitch, blade area, etc., and it would 
be practically out of the question to furnish hulls in 
sufficient number and variety to fit each of these sep- 
arate cases. In addition to this, to make a complete 
test with the propeller accompanied by the hull, it 
would be necessary to arrange for both single and 


twin screws, and, indeed, if the practice is toapply to 
our latest turbine-driven ships, three and four screws 
would also have to be provided for. Not only this, but 
variation would necessarily be required with regard to 
the clearance between the tip of the revolving propeller 
blade and the hull, and, in the case of the single-screw 
ship particularly, the location in a fore-and-aft direc- 
tion would introduce still another element of variation. 

For this reason, nearly all of our available material 
in the shape of accumulated data from propeller ex- 
periments has been acquired through the running of 
propellers in free and undisturbed water, without any 
teference to the presence or absence of any hull or 
other structure. There has, of course, necessarily been 
such other structure present, but it is always located be- 
hind the propeller, and in such a position as not to 
affect the operation of the latter. This structure ts 
required for the proper housing of that part of the 
mechanism designed to rotate the propeller. 

Because of this divorcing of the propeller and the 
hull which it has to propel, these model experiments 
have been condemned in some quarters as totally unre- 
liable. It cannot for a moment be claimed that the re- 
sults of such an experiment would be the same without 
the hull as with it. Experience has shown, however, 
that for determining and delineating the action of the 
propeller, pure and simple, model experiments are not 
only trustworthy, but of very great value. 

Perhaps the most notable instance of the applica- 
tion to practical use of the experimental model pro- 
peller occurred in connection with the building of the 
first vessel ever propelled by a steam turbine. This 
was the Turbuua, built in 1894. Originally this ves- 
sel was fitted with one large propeller. Instead of the 
high speed hopefully anticipated, only about half the 
ultimate speed was developed with this propeller. 
This means that the useful work done by the propeller 
was perhaps not more than 10 percent of that ulti- 
mately obtained by the fitting of the propellers with 
which the vessel made her first phenomenal burst of 
speed. Small propellers on three shafts were after- 
wards fitted, but there was an unaccountable loss of 
power between the boiler and the propulsion of the 
ship.’ Investigation by means of model propellers 
showed very clearly that this loss was due very largely 
to a phenomenon not unknown at that time, but much 
better known since, and which is called cavitation. It 
has been observed in many instances in connection with 
the operation at very high speeds of revolution of pro- 
pellers designed for the absorption of considerable 
power. The studies which Mr. Parsons undertook at 
this time, added to those made by Mr. Barnaby, led to 
a complete change in the policy of fitting propellers for 
high-speed vessels-; with the result that speeds of 30 
knots and upwards are now attained regularly, and 
with little difficulty, by vessels of varying types and 
sizes, and with propellers so designed as to minimize 
the ill effects of this phenomenon. 


318 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 


the United States navy: 


International Marine Engineering 


April 1-| May 1 
BATTLESHIPS. 
Tons. | Knots. 
South Carolina..} 16,000) 183 | Wm. Cramp & Sons.. pool) 74 45.9 
Michigan....... 16,000} 184 | New York Shipbuilding Go.....| 48.6 50.7 
Delaware....... 20,000} 21 Newport News S.B. &D.D.Co} 18.1 22.8 
North Dakota... | 20, 000{ 21 Fore River Shipbuilding CDaccol) Msa¥ 31.6 
ARMORED CRUISER. | 
Montana....... | 14,500] 22 | Newport News Co............ 97. 98. 
SOE CRUISER. 
Salem tenner | 3,750 Fore River Shipbuilding Go....| 95.2 | 96.4 
TORPEDO BOAT DESTROYERS. 
Number 17..... 700| 28 Wm. Cramp & Sons.. Jo00|| Ws 15.9 
Number 18..... -709) 28 Wm. Cramp & Sons.. savol| 1083 15.4 
Number 19..... 700} 28 New York Shipbuilding Cosocoal) iil. 16.2 
Number 20..... 700; 28 BathylronaWwiorks tee eere rer 8. 9.7 
Number 21..... 700| 28 Bath Iron Works............. 7.8 9.3 
SUBMARINE TORPEDO BOATS. 
Cuttlefish.......]| — — Fore River Shipbuilding Co....| 99. 99). 
Number 13..... — — Fore River Shipbuilding Co....| 30. 40.5 
Number 14..... = — Fore River Shipbuilding Co....| 30. 39.9 
Number 15..... = — Fore River Shipbuilding Co....} 30.1 34. 
Number 16..... — = Fore River Shipbuilding Co....| 29.9 384.2 
Number 17..... — = Fore Riyer Shipbuilding Co....| 10.3 13.6 
Number 18..... — — Fore Riyer Shipbuilding Co....| 10.3 13.4 
Number 19..... = 7 Fore River Shipbuilding Co....| 10.3 | 13. 
| 


ENGINEERING SPECIALTIES. 


The Savery Steam=Yacht Engine. 
The engine illustrated was fitted by T. A. Savery & Com- 
pany, Newcomen Works, Birmingham, into a fast passenger 
launch for use on the Nile. The launch has a length of 4o 


feet, a beam of 8 feet, a draft of 2 feet 9 inches, and a speed, 
loaded, of about 12 miles per hour. 

The engine is a quick-running compound of 38 indicated 
horsepower, 
inches stroke. 


with cylinders 4 and 8 inches diameter by 5 


It operates at 620 revolutions per minute under 


JuLy, 1908. 


A Small Speed Counter. 


There has always been a demand for a small vest pocket 
speed counter which is accurate and durable. The speed 
counter here illustrated is one that is said to contain these 
qualities. It is of the same size as the illustration, being not 


quite 3 inches in length. While it is very small and con- 
venient to carry it is by no means fragile. It registers the 
exact number of revolutions, requiring only the taking of the 
initial reading, and subtracting it from the final reading, to 
obtain the number of revolutions in time elapsed. 

This unique speed counter has been placed on the market 
by the American Steam Gauge & Valve Manufacturing Com- 
pany, 206 Camden street, Boston, Mass. 


A Pipe=Bending Machine. 


The photograph illustrates one of the latest types of pipe 
bending machines made by Henry Berry & Company, Ltd., 
Croydon Works, Hunslet, Leeds. This machine is designed 
principally for the purpose of bending steel and copper pipes, 
and is invaluable in marine engineering shops, where a large 
amount of this class of work has to be done. 

The machine is fitted with two adjustable sliding blocks 
carrying rollers or bollards. These blocks are adjustable by 
means of screws, worked independently from either side, so 
that unequal sided bends can be made. The head is fixed on 


the hydraulic cylinder, which, having a long travel, can pass 


right through the adjustable sliding blocks for bending U or 
expansion joints. 


a steam pressure of 250 pounds, and is fitted with an outboard 
or keel condenser. Steam is supplied from a quick-steaming 
watertube boiler fired with petroleum fuel, in which steam can 
be raised in a few minutes from cold water. 

The weight of the machinery outfit complete, with stern 
gear, pipes, etc.. is only 2,100 pounds, while the over-all 
length is just under 6 feet 3 inches. On account of the high 
rate of revolution, the air and feed pumps, which are worked 
off the main engine, are geared down to a reduced speed to 
insure efficient and silent operation. 

Particular attention has been paid to the balance of moving 
parts, especially in the valve gear and connecting rods. There 
is a noticeable absence of vibration and smooth turning effort. 
The Joy valve gear is used, while all glands and bearings are 
of ample size and length. 


The principal advantage claimed for this machine is that the 
obstructions on the top of the frame are reduced to a mini- 


mum, and so interfere as little as possible with the work 
being done. By the use of suitable blocks, angles, bars, chan- 
nels and joists can be either bent or straightened. 

The machine illustrated has a power of 45 tons, and is 
capable of bending pipes up to 6 inches diameter. It was 
supplied to the order of the Admiralty for the workshop on 
Portland breakwater. 


An Automatic Sight=Feeding Meter. 


The “Boilerine” sight-feeding meter is placed on the market 
by the Boilerine Manufacturing Company, London, S. E., for 
the purpose of limiting incrustation in a boiler, thereby pro- 
longing its life, reducing the expense of up-keep and saving 
fuel. A gunmetal casting with hemispherical ends, tested to 
500 pounds per square inch, is fitted with a valve and an in- 
dicator fixed to the valve body, and a pointer by means of 


Jury, 1908. 


International Marine Engineering 


319 


which the operator can adjust the delivery to any desired 
speed. 

The meter feeds the Boilerine boiler fluid direct into the 
boilers drop by drop, independently of the feed pump, and is 
so arranged that the quantity of fluid passing is always visible, 
this method guaranteeing the reagent mixing continuously 
with the feed water. The liquid, passing into and mixing 
with the water in the boiler, produces by chemico-physical 
action a loose non-adhesive granular deposit, which is easy of 
removal by means of a blow-off cock. Each meter carries a 
day’s supply for the boiler for which intended, and they are 
made in sizes up to an evaporation of 16,000 pounds per hour. 


A Successful Type of Propeller. 

-The propeller illustrated was built by H. G. Trout, King 
Iron Works, Buffalo, N. Y., and is four-bladed, with detach- 
able blades and adjustable pitch. The diameter is 14 feet; the 

. pitch, as designed, 17 feet; the developed area, 64 square feet, 


and the disk area, 154 square feet. The ratio of disk to de- 
veloped area is 2.4 to I. 

This is one of a series of propellers built by the Trout 
Works, the wheels being made from stock patterns, over 400 
in number, for all sizes from 1 to 15 feet in diameter for 
solid wheels, and more than seventy patterns from 3 to 15 


feet in sectional wheels. 


Thor Close-Quarter Pneumatic Drill. 
The Independent Pneumatic Tool Company, of Chicago and 
New York, has just placed on the market a close-quarter 
piston air drill, the dimensions of which are as follows: 


Inches. 
Throttle connection to outside of spindle case........ 153% 
Point of feed screw to end of socket..............-. 8% 
Radius from center of feed screw to outside of case.. 109/32 
Width of case at cylinder flanges..................-. 5 3/16 
Width ae soincliosoecosuoouvoncuumopaacacabodoomad ete 6% 


Weight, 31 pounds; speed, 122 revolutions per minute. 


The spindle is at one extreme end of the tool, and the 
motor is at the opposite end. The motor consists of two 
cylinders parallel with each other, and at right angle to the 
spindle, the center line of both cylinders centering on the 
center of spindle. The pistons are double acting, and operate 
on a two-throw crank. Between the crank throws at the 
center are located the eccentrics, the cranks and eccentrics 
being one forging. The eccentric straps operate directly on 


[= 


balanced cylindrical piston valves, having a reciprocating 
motion. The air is taken in centrally between the cylinders, 
and the valves control the air as close to the cylinder bore as 


material will permit. 
usual 90-degree angle, but has an angle of 135 degrees, thus 
allowing two pistons to pull when the position of levers re- 


The engine crank proper is not on the 


quires the greatest power. This makes the drill in a degree 
self-regulating, and tends to still further govern the speed 
of the entire revolution of drill spindle. This drill is provided 
with reversible ratchet feed mechanism, operated within the 
width of the body of the drill itself. A poppet valve throttle 
controls the speed and power to a nicety, and also acts as a 
handle. 


320 


International Marine Engineering 


JuLy, 1908. 


A New Pipe Machine. 


This machine is placed on the market by the Crane Com- 
pany, Chicago, to meet the demand for a low-priced machine, 
operated by hand or power, for high-class service. All parts 
have been designed to withstand any strains that such a pipe 
cutting and threading machine may be subjected to. Simplic- 
ity of operation, adjustment and arrangement has been car- 
ried out to the minutest detail. 

This tool possesses many features which increase output 
and facilitate ease of operation. The gripping, threading, 
cutting-off and adjustment have been so arranged that no 
The frame is one cast- 
ing, having bed and stand in one piece, eliminating the use of 
light legs, and giving greatest rigidity with minimum weight 
and floor space. 

The die head is bolted to a movable carriage, with ample 
travel. Upon the die head are the dies, pipe guides and 
cutting-off tool. The dies are of the improved adjustable type, 
made collapsible. They are carried in suitable frames, sliding 


unnecessary Operations are required. 


in guides, and moved by a screw operated by a hand wheel. 
They are set to gage by a simple locking device, which allows 
any number of pieces of pipe of the same size to be threaded 
without any further adjustment. 


These dies have four cutting 


edges, and will give good service on either steel or wrought 
iron pipe. Dies are made interchangeable, and one die of a 
set may be replaced if broken, thus reducing the repair bill 
to the minimum. 

When cutting off, the pipe is guided by two steel guides, 
hardened on the face: These guides are operated by a right 
and left screw and hand wheel. The cutting-off tool is oper- 
ated by a lever and rack. This makes a rapid, simple and 
positive device and extremely powerful. The gripping chuck 
is of the quick gripping type. rapid in action and very pow- 
erful. Pipe may be released and gripped by the throwing of 
a lever without stopping the machine. The chuck is adjust- 
able to the different sizes of pipe within range of the ma- 
chine. without moving or altering the jaws. 
tool steel carried in 


The jaws are of 
steel holders, and are removable for 
grinding or replacing. 

The capacity is from 44-inch to 2-inch pipe. The dimensions 
of the countershaft pulley, running at 200 revolutions per 
minute, are 934 inches diameter by 3% inches face. The floor 


space required is 44 by 23 inches; the weight, 700 pounds. 


The Mauretania recently made 635 nautical miles in one 
day’s steaming westward. 
with 641. 


The Lusitania promptly answered 


TECHNICAL PUBLICATIONS. 


Warships: A Text-Book on the Construction, Protection, 
Stability, Turning, Etc., of Warships. By Edward L. Att- 
wood, M. I. N. A. Size, 6 by 834 inches. Pages, 316. Fig- 
ures, 230. London and New York, 1908: Longmans, Green & 
Company. Price, 10/6 net and $3.00 net. 

This is the third edition of a work first issued in 1904, in- 
tended primarily for the use of naval officers, and as a text 
book covering the designing of the principal features of con- 
struction of warships. It is divided into twenty-four chapters 
and two appendices, followed by an index, and takes up in 
rotation the strength of ships, tests of steel, sections, rivets 
and joints, the framing of various types of ships, beams, 
pillars and decks, plating of the outer and inner bottoms, 
watertight bulkheads and doors, stems, sternposts, rudders, 
shaft brackets and steering gears, pumping, flooding, drainage 
and ventilation, corrosion and fouling, coaling, armoring and 
deck protection, mensuration rules, navy list displacement and 
tonnage, buoyancy, tons per inch, stability, trim and stability 
at large angles of inclination, the rolling and turning of ships, 
the resistance and propulsion of ships, the design of warships 
and notes on the loss of H. M. S. Victoria. 

The work is eminently practical, and gives details of the 
structural arrangements of most of the principal types of 
battleships and large cruisers in the British navy up to the 
King Edward VII. and Lord Nelson classes. The arrangement 
of armor is shown, with the forms of backing of wood, and 
the framework upon which the armor rests. The chapter on 
the design of warships is quite general, outlining the method 
of procedure in designing such vessels, and giving in some 
cases distributions of weights. Notable in this connection are 
the weights given of five Japanese war vessels, the battleship 
Asahi, the armored cruiser Asama, the cruisers Takasago and 
Akashi, and the destroyer Akutsuki, as well as that of a small 
cruiser of 2,650 tons, belonging to the British navy. The first 
appendix consists of a large number of questions under each 
chapter, with answers thereto. The second appendix is a 
memorandum of the main elements of the Dreadnought and 
Invincible designs, presented to Parliament in 1906. 

While it would be impossible in the scope allowed by 300 
pages to even ‘outline the designing of an entire warship, the 
principal features are taken care cf in this book in such a 
manner as to cover the main points of construction of the 
hull and its general fittings. No attempt is made to go into 
engine or propeller design, nor are the military features, 
aside from the armoring of the hull and barbettes, given any 
attention whatsoever. The distribution of guns and their pro- 
tection are left for the designer to figure out for himself, the 
work being, in fact, concerned simply with the hull design of 
warships in general and of battleships and large cruisers in 
particular. 

Night Signals of the World’s Shipping. By D. H. Ber- 
nard. Size, 5% by 8% inches. Pages, 127. Numerous illus- 


trations in colors. Glasgow, 1908: James Brown & Son. 
Price, 7/6 ($1.75 net). 


This book is a compilation of the night signals of the 
various steamship lines and yacht clubs, and is intended to be 
such an aid to the officer on watch as to enable him to recog- 
nize at once a vessel’s signal, thus avoiding much delay and 
confusion. By previous methods it has been necessary to 
turn over many pages of printed details before finding a 
signal, whereas in the present case the colors are arranged 
in order, and in such a manner as to be readily accessible. 

The work is divided into eleven sections, the first five of 
which are devoted to pyrotechnic and other lights under the 
several headings of blue, green, red, white and yellow, each 
color mentioned being the predominant one of the signal. 
The other sections include rocket displays; roman candle dis- 
plays, separate and accompanied by other lights; sound sig- 
nals, with or without lights; guns, and Lloyd’s signal. . Blank 


JuLy, 1908. 


spaces are left throughout the book for additional signals to 
be noted, although the number given is very great and covers 
practically all that would be necessary in most cases. 


Structural Engineering. By Prof. A. W. Brightmore, D. 
Sc., M. I. C. E. Size, 5% by 83% inches. Pages, 280. Figures, 
145, London, E. C. (La Belle Sauvage), and New York, "1908: 
Cassell & Company. Price, 10/6 net and $3.75 net. 


This work is designed to fill the need for a text-book suit- 
able for students of engineering, and placed intermediate be- 
tween the subject of strength of materials and such special- 
ized works as bridge construction, etc. With this idea in view, 
the endeavor has been to treat in a consecutive and intelligible 
manner the principal ideas and methods underlying the in- 
vestigations necessary in the designing of structures. The 
historical side has been omitted, but certain aspects of the sub- 
ject, such as the methods of construction and the use of the 
equilibrium polygon and the stress ellipse, have been given 
rather more prominence than is usual in works of this sort. 

It is recognized that in most engineering problems it is not 
possible to make hypothetical assumptions and convert them 
into mathematical equations. As a result, mathematics have 
generally to be applied in detail to each part of a problem, 
and the assumptions readjusted at each step, to prevent the 
mathematical deductions from diverging to any considerable 
extent from actual conditions. The success of the design of 
any engineering structure depends largely upon the judgment 
of the engineer, based on a knowledge of the fundamental 
principles of statics. 

The work is divided into fifteen chapters, followed by an 
index, and is devoted mainly to the design of girders, bridges 
and arches, together with retaining walls, foundations, dams 
and structures of reinforced concrete. The illustrations are 
all of the line type, and are sufficiently clear for the purpose 
intended. The typography is very good. 


Machine Design, Construction and Drawing. By Henry 
J. Spooner, C. E.; professor of mechanical and civil engineer- 
ing in the London Polytechnic School of Engineering. Size, 
534 by 8% inches. Pages, 691. Figures, 1,424. London and 
New York, 1908: Longmans, Green & Company. Price, 
10/6 net and $3.00 net. 


This is a text-book for the use of students and young 
engineers, and in it the work is carried through in regular 
rotation, beginning with a description of drawing instruments 
and their uses and various methods for testing them. 

The first five chapters are devoted to these elementary con- 
siderations, after which are taken up stuffing boxes, collars, 
shafting, cranks, journals, couplings and clutches, keys and 
pins, riveted joints, bolts, nuts and screws, pipes and connec- 
tions, cotters, knuckle joints, bearings and hangers, roller and 
ball bearings, toothed and friction gearing, belts, rope and 
wire rope gearing, chains, crane hooks, tanks, pistons and 
rods, crossheads, guides and crank rods, eccentrics, springs, 
and two large chapters devoted to miscellaneous items, such 
as materials used in construction, strength of beams, drop 
forgings, data regarding pumps, etc., etc. 

The work is very profusely illustrated with sketches and 
occasional half-tones, and is well fitted out with tables giving 
proportionate parts and constants for working. Examples are 
given for examinations, and the whole work is so arranged 
as to be readily applicable for use as a text-book. Many ex- 
ercises, especially at the ends of chapters, are provided with 
answers where such can be expressed in figures. Much of the 
information used has been drawn from the technical press of 
England and America, as well as some works from the con- 
tinent of Europe. 

Equipment Buyers’ Finance: The Effect of Speeds on 


Profits. By Arthur Winder. Size, 8% by 11% inches.. Pages, 
16. Leeds, 1908: Electric Printing Works. Price, Is. net. 


This is a brief discussion in five chapters of the subject of 
machine tools as affected by the type used and the speed of 


International Marine Engineering 


321 


operation. The subject of using an old lathe of low first cost, 
as compared with a high-speed lathe of higher cost, is taken 
up, and the latter is shown to be more economical when it 
comes to comparing output with cost. 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


Q. 407.—In a triple-expansion engine with cylinders 20, 36 and 57 


inches in diameter by 24 inches stroke, the revolutions per minute are 
150; the steam pressure, 165 pounds gage; the cut-off in high-pressure 
cylinder occurs at three-fourths stroke; the clearance is 10 percent. 
A single feed pump of the plunger pattern is connected to the engine, 
and has a stroke of 10 inches. What should be the plunger diameter? 
2.—How many times the theoretical quantity of water would you de- 
cide on for the capacity of the pump? 12. (Gp 


A.—1. The formula commonly used in designing feed-pump 


plungers is: 
Ve 550 xX Q 


IN S€ IE 


where D is the diameter of the plunger in inches; L is the 
stroke in feet; N is the number of working strokes per 
minute, and Q is the quantity of feed water in cubic feet per 
minute. On this basis 


WA 550 X 2:13 
1D) = See 1V03 72) — 3 Oonitiches! 


150 X 0.83 
This calls for an area of plunger of 7.35 square inches. 

The above computation was made on two assumptions. In 
the first place, the indicated horsepower of the engine was 
assumed, from the data given, to be 500; in the second place, 
the consumption of steam per horsepower-hour was assumed 
to be 16 pounds. This gives 8,000 pounds of steam per hour, 
or 133 pounds per minute, which amounts to 2.13 cubic feet 
per minute. The number of working strokes of the pump is, 
of course, the number of revolutions of the engine per minute, 
because the pump, being of the plunger type, is single acting. 

2. The displacement of a plunger of the area and stroke 


given is 0.0425 cubic foot per stroke, or 6.375 cubic feet per 


minute. This is 398 pounds per minute of water, theoretically. 
It will be noticed that this is almost exactly three times the 
required amount of water for the engine, which is explained 
in two ways. In the first place, it is customary to fit a feed 
pump of twice the required capacity, in order to be able when 
necessary to fill the boiler rapidly. In the second place, leak- 
ages in the pump and the necessity for making up a certain 
amount of loss of feed, due to leakages in the engines and 
connections and to the occasional use of steam for whistling, 
require that the plunger displacement be considerably greater 
than the theoretical figure. These two considerations have 
operated to make the plunger area about three times the size 


theoretically called for. 


Q. 409.—How may the number of gallons of water discharged from 
an orifice in a given time be computed, when the pressure of the water 
and the size of orifice are known? 

2.—Is there a formula giving the ratio of water pressure to the ve- 
locity of the water? D. F. B. 


A—The formula is 
Q=C V 2gH X A, 


in which QO is the number of cubic feet per second; g is the 
gravitation factor, or 32.16 feet (per second)*; H is the head 
of water measured in a vertical line between the center of 
the orifice and the level of still water above it; A is the area 
of the orifice in square feet. The factor C, which is almost 
universally taken as 0.62, takes account of the fact that water, 
in flowing through an orifice, has a tendency to take on a 


322 


International Marine Engineering 


JuLy, 1908. 


contracted cross-sectional area, due in large measure to the 
friction against the sides of the orifice. To reduce the quan- 
tity to gallons the number of cubic feet would be multiplied by 
7.84 (for imperial gallons, multiply instead by 6.24). The 
velocity of the water is represented by the expression V 2gH. 
The static pressure at center of orifice is H. 

To take a concrete example, suppose we have a square 
orifice measuring 2 feet on the side, and with its center 4 
feet below the surface of still water. Then 


OQ = 0.62 V 29 X 4 X 4 = 40 cubic feet per second. 


This represents about 300 United States gallons, or 250 British 
imperial gallons, per second. The velocity is 16 feet per 
second. The mean static head is 4 feet or a pressure of 134 
pounds per square inch. 

Q. 408.—How can I find the area of a propeller blade while the ship 
is in drydock? 


2.—Having a blade with an excessive droop astern, will the diameter be 
equal to twice the radius on line A B, or on line A C? JUNIOR. 


A.—1. We assume that the developed area is what is 
wanted. By drawing a straight line down through as nearly 
as possible the center of the blade from hub to tip, and setting 
off perpendiculars from this line at known distances apart, 
the lengths of these perpendiculars can be spaced off with 
dividers and set down on a drawing. The developed area of 
the blade may thus be traced in through the outer ends of 
these lines, and the area obtained either by means of a plani- 
meter or by some process of approximate integration. For 
the latter it would be necessary to have the perpendiculars 
equally spaced from root to tip. In this case the summation 
of all the lengths, added to one-twelfth the sum of the second 
and the next to last, and diminished by seven-twelfths of the 
two end ordinates, would give a factor which, multiplied by the 
distance between ordinates or perpendiculars, would give the 


desired result. This would not include the approximately 
triangular sections between the perpendicular at the root of 
the blade and the root itself as it follows the contour of the 
hub. For practical purposes, however, the area in this section 
of the propeller is of very little value, particularly as regards 
thrust, and for computations. If it were desired, however, 
an approximation sufficiently close for the purpose could 
easily be made. 

The natural way to take ordinates of this sort would be, not 
along a perpendicular to the center line, but along arcs of con- 
centric circles, of which the common center is the center of 
the propeller shaft. For the case in question, however, this 
might not be feasible, and the method above outlined will give 
the result equally well. 


2. The diameter would be twice the radius AB. The 
diameter of a propeller wheel is defined as the diameter of the 
circle swept by the tips of the blades while in rotation. 


Q. 406.—-On page 94, in your February number, in describing a small 
steam-yacht engine, built by W. Sisson & Company, Ltd., Gloucester, 
you state that the valve gear is of their specially designed, single-fixed 
eccentric or elliptic type. Please give an outline sketch and the name of 


this gear. Ke Wl 
A.—The sketch shows the arrangement of the gear-as fitted 


to a compound surface-condensing engine, with cylinders 9 
and 15 inches in diameter and Io inches stroke. This gear is 
Messrs. Sisson’s modification of what has been commonly 
known as the Marshall valve gear, which itself was a modifi- 


cation of the original Hackworth gear. The latter had a slide, 
the angle of which could be varied in relation to the crank 
shaft, while the Marshall or elliptic valve gear has a swing 
link. The inclination of the path of the eccentric lever end is 
varied by moving the weigh shaft in or out, thus giving the 
necessary obliquity and the elliptic movement to the lower end 
of the intermediate valve rod. 


JuLy, 1908. 


Personal.—By an act approved April 16, concerning the 
revenue cutter service of the United States, the ranking officer 
of the engineer corps (Chief Engineer Charles A, McAllister) 
is continued as engineer-in-chief, with a rank raised from 
that corresponding to captain in the army to that of lieutenant- 
colonel. Under the same act the commandant of the service 
(Captain Worth G, Ross) is raised in rank to that correspond- 
ing to colonel in the army or captain in the navy. 


William T. Donnelly, consulting engineer, has 
from 132 Nassau street to 135 Broadway, New York. 


moved 


Frederick D. Herbert, formerly editor of this journal, is in 
charge of the New York office of the Terry Steam Turbine 
Company, at 90 West street. 


Obituary. 

Rear Admiral Charles W. Rae, engineer-in-chief of the 
United States navy, and chief of the Bureau of Steam Engi- 
neering of the Navy Department, died in Washington, May 
13. He was born in Hartford, Conn., in 1847, and was gradu- 
ated from the Naval Academy in 1868. He was appointed 
engineer-in-chief and chief of the bureau on Aug. 3, 1903, for 
a term of four years, which was renewed last August for a 
similar period. He has been succeeded by Captain John K. 
Barton, who becomes engineer-in-chief, and head of the 
bureau. 

Samuel Samuels, skipper of the Henrietta, which won the 
first transatlantic yacht race, and for nine years captain of the 
famous clipper Dreadnought, died May 18. With the Dread- 
nought, in 1859, he made a record across the Atlantic from 
England to New York of 9 days 17 hours, actually beating by 
some 24 hours the steamship records of those days. He was 
president of the Marine Journal Company, in which office he 
has now been succeeded by the editor, Capt. George L. Norton. 


Francis B. Stevens died in Hoboken May 23. at the age 
of 93. He was a civil and mechanical engineer of great note 
during the first half of the nineteenth century, his best known 
invention being the Stevens cut-off, first applied to the steam- 
boat Albany in 1840, and in use on practically all side-wheel 
steamers of the present day. He was prominently identified 
with the introduction of railroads into the United States. 


A. S. Crowninshield, rear admiral, U. S. N., died in Phila- 
delphia, May 27, at the age of 65. He was a graduate of the 
Naval Academy at Annapolis, and saw service in the civil 
war. During the Spanish war, and for some years thereafter, 
he was chief of the Bureau of Navigation in the Navy De- 
partment, and was a member of the Naval War Board. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 


istered patent attorney, Loan & Trust Building, Washington, 
ID), €, 


881,803.—PROPULSION OF SUBMARINE BOATS. GEORGE F. 
JAUBERT, PARIS, FRANCE. 

Abstract.—According to this invention, an explosion gas engine is 
fed in a closed cycle; 7. e., without air being utilized for the combustion 
of the fuel. The combustion gases exhaust into a purifier or washer, 
where the steam is condensed and the carbonic acid partly absorbed, so 
that an inert gas is obtained, which is then mixed with oxygen and is 
capable of being again utilized in the engine for producing an explosive 
mixture with the liquid fuel. Five claims. 


884,936. APPLIANCE FOR ADDING TO THE RECORD SPEED 
OF VESSELS. WILLIAM LAUDAHN, LOS ANGELES, CAL. 

Abstract—The invention relates to a system of pipe or other con- 
duits which are placed upon the exterior of the submerged portion of 
the hull, said pipes leading from a tank or reservoir placed within the 
hold of the vessel. The tank or reservoir contains an oil, emulsion or 
like liquid having little affinity for water. The oil, etc., by means of 
the apparatus, is ejected in minute quantities and distributed to the 
submerged portion of the hull, thereby materially reducing the friction, 
in addition to preventing the hull from fouling. Two claims. 

881,775. SCREW PROPELLER. ROSCOE E. COON, PORT- 
LAND, OREGON. 

Claim 2.—The combination of a propeller shaft having rigid right 


International Marine Engineering 


329 


SSS a= i= 


ZZ —= 


angular arms, propeller blades with sockets and gear wheels on the inner 
ends of the same mounted to turn on said arms, an outer sleeve in- 
closing the propeller shaft and having longitudinal slots to give passage 
to said arms, rack bars arranged beside the slots and fixed to said 
sleeve, means for sliding said sleeve longitudinally over the propeller 
shaft to adjust or reverse the pitch of the propeller blades, and stops 
for limiting the throw of the blades. Three claims. 


882,072. OAR. JOSHUA LEHMAN, TORONTO, CANADA. 


Claim 1.—In an oar, in combination, a pivotal block supported from 
the gunwale of a boat and having pins extending upwardly from each 
end thereof, a pair of co-acting segmental toothed gears journaled on 
said pins, an oar handle rotatably supported from one of said gears, 
an oar stem rotatably supported from the other of said gears, a bevel 
pinion fixedly secured to the inner end of said oar stem and rotating 


therewith, and a plate having orifices therethrough, through which pass 
the pins extending from the pivotal block, said plate being rigidly se- 
cured to the pins above the segmental gears, and having a bevel gear 
surface formed on its under side at one end, and meshing with the 
bevel pinion secured to said oar stem, and adapted to rotate said 
pinion on the swinging of the segmental gear supporting said oar stem, 
to feather the oar.—Three claims. 

882,194._BOAT. JOHN W. GAY, RICKREALL, OREGON. 

Abstract.—The boat consists essentially of an air chamber upon which 
its floating capacity depends. The top of this air chamber, being 
always above the waterline, constitutes the main deck of the vessel. 


Pe ae 
| | ||| | a | | 


Above this main deck are other decks, having either open or inclosed 
sides, as may be necessary. Below the air chamber, the boat is formed 
with longitudinal compartments of special construction arranged for 
the free longitudinal passage of water through them, but at the same 


time acting as ballast means to prevent a tipping of the boat. Four 
claims. 
882,821—STEERING DEVICE FOR POWER BOATS. JAMES 


A. GARRETT, AUBURN, N. Y. ‘ ; 
Claim 4.—In a power boat having a steering wheel, a tiller and a 
tiller rope, a supplemental steering mechanism connected to the tiller 


rope at a point between the steering wheel and the tiller, having in 
combination a supporting plate, a toothed segment rockable thereon, 
means to rock the segment, a rack-bar meshing with the segment, a 
slot in the rack-bar, and a slide support in said slot. Six claims. 


883,423. SHIP-CLEANING APPARATUS. ARTHUR R. ROGERS, 
JONESPORT, MAINE. 
~ Claim 5.—The combination with a guiding frame constructed to en- 
gage the keel of a vessel, and ropes attached to said frame, of a 
series of revolving scrapers free at one end and connected at their 
other ends with the guiding frame. Nine claims. 


324 


International Marine Engineering 


JuLy, 1908. 


883,588.—INVISIBL“& AIR-CHAMBER AND SPONSON FOR 
CANOES. CALEB B, THATCHER, BANGOR, MAINE 

Claim.—A_ canoe having tapering curved ribs cut to conform to the 
curvature of the hull secured to the outside of the planking, and ex- 
tending from the gunwales to the waterline, said ribs gradually de- 
creasing in width and length from the center towards each end, plank- 
ing secured on said ribs, and canvas secured over said hull and ribs, 
having its side edges secured under the gunwales of the canoe, form- 
ing an invisible airtight compartment. One claim. 


_ 883,664. TORPEDO BOAT, ERNST A. NILSEN, CHRISTIANIA, 
NORWAY, ASSIGNOR OF ONE-HALF TO BERNARD CRAF- 
TON, CHICAGO. 

Claim 2.—In a torpedo boat, or submarine, the combination with a 
torpedo. launching tube opening outwards through the huJl of the 
boat, of a rotary magazine drum provided with a plurality of torpedo 


chambers adapted to register with said launching tube, hand operated 
means for rotating said drum, and hand operated means for releasing 
said torpedos from said chambers when desired, comprising a hand 
rod with a yoke pivoted thereto and adapted to bind against said tor- 
pedo when in its forward position, and to engage the starting arm of 
the torpedo when drawn rearward. Four claims. 


884.079. PROPULSION OF SHIPS. 
LIVERPOOL. 

Claim.—Means for propelling ships, comprising a prime mover, a 
centrifugal pump actuated thereby, a shaft therefor, a turbine mounted 


EDWARD J. DUFF, 


directly on said shaft and in the lower part of the boat, means con- 
necting the turbine with the water outside the boat whereby the power 
which is in the head of water required to float the ship is utilized, 
said centrifugal pump adapted to eliminate the back pressure on the 
turbine. and capable of removing more water than is admitted by 
the turbine. One claim. 


British patents compiled by Edwards & Co., chartered patent 


agents and engineers, Chancery Lane Station Chambers, Lon- 
don, W. C. 


25,165.— SHIPS’ FRAMES AND FRAMING. C. D. DOXFORD, 
SUNDERLAND. 

Turret vessels are fitted with vertical columns or supports arranged 
upon the line where the inswept frames turn upwards to form the tur- 
ret. The columns are preferably of tubular construction, secured at 
their lower ends to the hollow bottom, and at their upper ends to the 
frames, by brackets or their equivalents. Light diagonal struts are also 
fitted, and extend from the frames to the beams. ‘The struts are ar- 
ranged in pairs, one on each side of each column. Deep frames strength- 
ened by horizontal stringers are used in the ship’s construction, if 
found necessary. In a modification, in which “ ’tween decks” are fitted, 
the columns are attached to such decks, and smaller columns are fitted 
between the decks and the beams. 


25,165 


25,455 


25,455.—SHIPS’ CABIN LIGHTS. J. BROADFOOT & SONS, 
WHITEINCH, and J. R. APPLEBY, PARTICK. 

Relates to that type of ship’s side scuttles in which the scuttle ring 
is pivoted in a block having side trunnions working in bearings in lugs 
on the scuttle frame. A stud is fitted in the scuttle ring, and has a 
square block mounted on its unscrewed part, which extends between 
lugs on the frame. In the edges of these lugs are two notches in 
which projections engage. The scuttle ring is held in its closed position 
by any convenient fastenings, and may be held slightly open by per- 


mitting the projection to engage the catch, the ring turning on trunnions. 
The trunnions are mounted in lugs having slots, so that the ring may 
be turned at right angles to the frame. 


24,854. PROPELLING SHIPS AND BOATS. W. COCHRANE, 
LONDON, W. 

The propellers are of the vibrating-plate type and are arranged in 
pairs, operated by motors, the boat being fitted with two bilge keels. 
Each motor has a shaft, extending on opposite sides of the crank 
chamber, and provided with a clutch. A disk fixed obliquely to the 
shaft is grooved and carries on ball bearings a strap, to which is pivoted 
a fork on the vertical shaft of the propeller. The amplitude of oscil- 
lation of the propeller may be varied by altering the obliquity of the 
disk; to:attain this object, the disk is pivoted to the end of the shaft, 
and is linked by a rod to a sliding collar, which is controlled by a 
pivoted lever or by means of worm gearing. To prevent wear of, and 
noise due to, the propeller, the vanes are beaded to engage a socket in 
the propeller frame, the end of the frame having an overhanging flange, 
sores the water is prevented by the flange from escaping, and acts as 
a buffer. 


24,879. SHIPS’ CABIN; BERTHS. A. H. BAIRD, LIVERPOOL. 

Relates to the metal fittings by which the portable partitions of state- 
rooms and berths for ships are secured to the upright posts forming 
the framework of such rooms and berths. To avoid the gap below the 
joint caused by the necessity for having a clearance space, the fitting is 
provided with a sliding piece. A hook engages a cup attached to the 
post, and the sliding‘ piece fits closely against the cup and is there 
maintained in position. As the hook and the partition fall into place, 
relative movement takes place between the cross-plate of the fitting and 
the sliding piece. The flanges on the latter cover the gap which would 
otherwise be formed below the cup. 


25,506—WARSHIPS’ BUNKERS. DUISBURGER MASCHINEN- 


BAU AKTIEN GESELLSCHAFT, FORMERLY BECHEM & KEET- 
MAN, DUISBURG, GERMANY. 
hold bunkers and partly in lower-deck 


Coal is stored partly ‘in 


bunkers, and instead of the lower-deck bunkers acting as reserve bunkers 
co the hold bunkers, they are provided with shoots for discharging the 
coal directly into the stokehold, without passing it through the hold 
bunker. In one example, the lower-deck bunkers are divided longitu- 
dinally by a partition provided with doors, and are fitted with shafts 
for charging, which are closed by other doors. The hold bunkers are 
filled through shafts and doors, and are discharged into the stokehold 
by other doors. The lower-deck bunkers communicate directly with the 
stokehold by means of shoots. In a modification, the part of the deck 
and the side plating outboard of the shaft are hinged to one of the 
decks, and are moved to ‘facilitate charging the various bunkers. Sus- 
pension truckways may be fitted in the lower-deck bunkers. 


26,249 SHIPS’ STAIRCASES; VENTILATING. F. ALCOCK, 
BIRKENHEAD. 

The stairs or ladders used to gain access to the various holds of a 
ship are disposed within a tube which extends through the decks. 
Openings and landings are provided at each deck, and sliding doors 
are fitted at convenient places. The tube may also be utilized as a 
ventilating pipe, and for that purpose is provided with a cowl at its 
upper end. The tube may be constructed of openwork, such as bars or 
gridwork, fixed between the decks. 


26,967. 


STEAM GENERATORS. J A ) 
Water-circulation, promoting.—The boiler is fitted internally with a 
closed vessel and connected by pipes with the steam space and the 


J. BRUNDRIT, LIVERPOOL. 


lower part of the water’ space. The air trapped in the vessel during 
the filling of the boiler expands when heated by the surrounding water, 
and drives out the water through a pipe. Water then enters the vessel 
through another pipe. The first pipe is connected with a casing sur- 
rounding the conical end of the latter pipe and open at the top and 
bottom. The vessel may be fitted in the smoke-box and may have 
cross-tubes; or it may be composed of tubes. 


International Marine’ Engineering 


AUGUST, 1908: 


BRITAIN’S NEW TURBINE BATTLE CRUISER INDOMITABLE. 


The new Jndomuitable, which has created a world-wide in- 
terest, has now passed through all her official steam and gun 
trials with the greatest success. During her 24-hour speed 
test she is said to have averaged the high speed of 26.75 knots, 

and at times actually reached 28 knots. The contract speed 

was 25 knots. Following out the conditions of secrecy which 
have been observed during the construction of this ship, it has 
not been considered advisable to give any particulars of the 
speed trials; but we can now deal more freely with the “ship 
of mystery” than was the case when we gave a description of 


THE CENTRAL 


the vessel in our issue of May, 1907. because she has now 
passed from the builder’s closely-guarded private works to the 
open sea, where she is unable to be concealed from the keen, 
searching eye of the photographic camera. The Indomitable 
is the first completed of the three ships of the Invincible 
class, having been constructed in the record time of two 
years and two months. This gives some indication of the high 
standard attained in shipbuilding on the Clyde. 

The main features of the ship were described last year, but 
one or two facts may be repeated here. The vessel is 530 feet 
long between perpendiculars (560 feet over all, this being the 


PORTION—STARBOARD “SIDE—OF THE. BRITISH CRUISER-BATTLESHIP 


i a vy \ 
Ae / 4 


greatest length, of any warship afloat or projected), with a 
breadth of 78feet 6 inches, and displaces 17,250 tons, on a 
draft of 26 feet. Her side armor is 7 inches in thickness 
amidships, tapering to 4 inches at bow and stern. The gun 
barbettes are of 8-inch armor, while the turrets are of 7-inch 
armor. 

We give reproductions of several photos of the ship, clearly 
illustrating her appearance and fighting power. It will be 
noted that our last description of the position and number of 
the main guns was correct. There are eight 12-inch guns, 


INDOMITABLE, 


each of 45 calibres in length, firing an 850-pound shot, with a 
muzzle energy of 47,697-foot tons. The forward pair of 
12-inch guns is on the forecastle deck, and the four amidship 
guns are on the same deck level, and situated between the 
second and third funnels, as shown in illustrations. The after 
pair of guns is on the upper deck, apparently about 9 feet 
lower than the forecastle deck. All the eight guns are ar- 
ranged to fire on either broadside, and six guns may be fired 
ahead and a similar number astern, so that in gun power the 
Indomitable is equal to the battleship Dreadnought. The 
secondary armament consists of a large number (sixteen) of 


VIEW FROM OFF THE STARBOARD QUARTER OF THE CRUISER-BATTLESHIP INDOMITABLE, 


4-inch guns, half of them mounted in pairs on the four tur- 
rets. This arrangement permits the training of twelve of 
these guns on either broadside. 

To the outside observer the ship has many new features. 
A very noticeable detail is the arrangement of the masts. They 
are both of the tripod type; this entirely dispenses with the 
shrouds, which would have obstructed the training of some 
of the guns. Also, the tripod form reduces the possibility of 
the mast’s being completely shot away, for even if one leg 
did go the others would stand, with temporary guy ropes. 
This is an important detail, because the masts carry the gun 
sighting (“fire control”) stations and the receiving wires in 
connection with the wireless telegraph system. The customary 
gaff for the aerial wire has been dispensed with, and the masts 
have been increased in height so as to give an aerial wire 


International Marine Engineering | 


AucustT, 1908. 


arrangement between the masts in a manner similar to that 
adopted on the Lusitania. : 

Then there is almost an entire absence of boat davits, as 
most of the boats haye been placed so that they may be put 
overboard with derricks. But the ship’s lifeboats are very 
conspicuous, in long goose-neck davits, so arranged that the 
boat can be lowered over the ship’s side or stowed inboard clear 
of gun fire. Another noticeable detail is the position of the 
compass platform, which is very high up, and appears to be 
almost level with the top of the funnel. The ship is also 
provided with torpedo-net defense, all fore and aft. 

The propelling turbines are of the Parsons type, designed 
to give 41,000 horsepower, and are placed in two compart- 
ments, divided by a center-line bulkhead. They are similar 
to those in the Dreadnought. Thus, in each engine room there 


THE CRUISER-BATTLESHIP INDOMITABLE HAS THE GREATEST LENGTH OF ANY WARSHIP AFLOAT. 


AucustT, 1908. 


are one high-pressure and one low-pressure main ahead tur- 
bine, a cruising turbine, and one high-pressure and one low- 
pressure astern turbine. The high-pressure ahead and the 
high-pressure astern drive the outer shatits, while the cruising 
and the low-pressure ahead and low-pressure astern are on the 
inner shafts. The four shafts have one propeller on each, and 
these turn outboard when going ahead. The two outer pro- 
pellers are placed forward of the inner ones. The ship has 
two rudders of the balanced type, which are hung from the 
stern structure. They are similar to those in the Dread- 
nought, and, being of larger area, give the ship a great turning 
power. 


MARINE ENGINE DESIGN. \ 


BY EDWARD M. BRAGG, S. B. 


STRENGTH OF MATERIALS. 


The cylinder diameter and cut-offs having been determined, 
we are in a position to approximate to the loads coming upon 
the different parts, and to proportion them so that they shall 
be strong enough to carry these loads. There are a great many 
formule in use for this purpose, but many of them are in such 
shape that they cannot be readily adapted to all conditions. 
Most of them are based upon the assumption that steel of a 
certain ultimate strength is to be used, and that, therefore, the 
allowable working stress is a fixed quantity. Since, however, 
the-ultimate strength of the steel used in marine engines varies 
from 60,000 pounds to 100,000 pounds per square inch, it is 
much better to base the calculations upon the allowable factor 
of safety, and that is the principle which will be followed in 
this system of design. ; 

The factor of safety which it is allowable to use in the 
design of a given part depends upon the kind of load to which 
it is subjected, the construction of the part itself, and upon 
the conditions under which it works. There are three kinds 
of loads: steady loads, intermittent loads and alternating loads. 
_ The steady load is one which is applied originally in an ap- 
preciable length of time, and the stress resulting in either 
tension or compression of constant amount. The intermittent 
load is one which is applied more or less suddenly, and pro- 
duces either tension or compression; the stress varying from 
zero to a maximum, or from a minimum to a maximum. The 
alternating load is of such a nature as to cause the stress to 
change alternately from tension to compression. 

The elastic limit is the limit of the stress to which a ma- 
terial may be subjected, and have the strain or deformation 
proportional to the stress. The elastic limit is not the same 
under all conditions. When the steel comes from the mill, it 
may have an unnatural elastic limit, due to its treatment during 
manufacture. When subjected to a moderate alternating load 
for a short time, the effect of this treatment will be overcome, 
and the piece will have more nearly its natural elastic limit. 
The tension elastic limit may be increased by subjecting it to 
successively increasing loads, but its elastic limit in compres- 
sion will be:correspondingly decreased; so that a piece which 
has been subjected to large intermittent tension loads might 
fail at a comparatively small load in compression. ‘The elastic 
limit in compression can be restored by subjecting the piece to 
successively increasing compression loads, the elastic limit in 
tension then being correspondingly decreased. 

It has been found by experiment that a piece which would 
carry a constant total load of 80,000 pounds tension for an 
indefinite time, would fail after a while if the load were an 
intermittent one varying from 80,000 pounds to 40,000 pounds; 
it would fail sooner if the load varied from 80,000 pounds to 
zero; and would fail in a comparatively short time if subjected 
to an alternating load varying from 80,000 pounds in tension to 
80,000 pounds in compression. In order to have the piece 


International Marine Engineering 327, 


equally strong under each condition of loading, the maximum 
of 80,000 pounds constant load which the piece will carry in- 
definitely should be reduced to 40,000 pounds if the load is 
intermittent, and varies from 40,000 pounds to zero, and to 
something between 40,000 pounds and 80,000 pounds if the 
minimum is 30,000 pounds instead of zero. If the stress varies 
from tension to compression, the load should vary from not 
more than 27,000 pounds tension to 27,000 pounds compres- 
sion, in order that the piece may last indefinitely. In other 
words, the destructiveness of the three kinds of loads, con- 
stant, intermittent and alternating, is about in the ratio of 1, 2, 
3, respectively. 

Experiment has shown that for steel the elastic limit is 
from one-half to two-thirds of the ultimate strength. It is cus- 
tomary to choose the working stress so that it shall be less 
than the elastic limit of the material, usually less than one-half 
of it. It results, therefore, that in some structural work on 
land, the factors of safety employed are 3, 6 and 9 for steady, 
intermittent and alternating loads. 

The statement was made above that the conditions under 
which the parts work affect the factors of safety. The breaking 


¥1G. 4.” 


of the parts of an engine in a ship would be attended with so 
much danger, and the facilities for repair are so limited, that 
somewhat larger factors of safety should be employed for 
marine engines than for structural work on land. In this 
system of design, the factors of safety used for engines of the 
merchant marine are 4, 8 and 12 for steady, intermittent and 
alternating loads, respectively. 

In engines for the vessels of the navy, the factors of safety 
employed are more nearly 3,6 and g. ‘The reasons for this are 
that it is desirable to save weight, the life of the engine is 
comparatively short, and the engines are seldom run at full 
power. Naval vessels are usually cruising around at one-half 
or two-fifths power, so that although the factors of safety are 
smaller for full power, they are amply large for the reduced 
power which the engines develop during the greater part of 
their existence. 

Practically there are no parts of a marine engine which can 
be designed for steady loads. Some of the bolts and threaded 


‘parts may be subjected to steady loads if the nuts are set up 


tight enough, but it would not be safe to count on the nuts 
always being as tight as when they were first set up. The 
stress in the body of a bolt is always that due to setting up the 
nut, unless the load upon the bolt is in excess of this. Re- 
ferring to Fig. 4, it can be seen that the stress in the body of 
the bolt will be that due to the load W as long as the flanges 
are apart. When the nut is set up sufficiently to bring the 
flanges together the stress will be increased, and the body of 


7 


International Marine Engineering 


Aucust, 1908. 


the bolt will not be stressed further until sufficient weight has 
been added to W to cause the flanges to separate again. In 
this way, even with an intermittent load acting upon the parts 
joined by the bolt, the body of the bolt might be subjected to 
a steady load if the nut were set up tight enough. in the first 
place, to subject the bolt to a stress greater than the inter- 
mittent load. It would not be advisable to count on this, how- 
ever, so that a factor of safety as low as 4 should never be 
used in any part of a marine engine. The lowest factor of 
safety that we shall use will be 8 for merchant engines and 6 
for naval engines. 

The parts subjected to intermittent loads are bolts, the 
threaded portion of piston rods and certain portions of valve 
In the case of bolts and other threaded parts, a devia- 
tion from the chosen factor of safety 8 is made, because of the 
construction of the part. A piece of steel which has been 
nicked will fail at a lower stress, the net area at the nick being 
used, than if the same net area were in a piece without a nick. 
The sharp angle at the root of the threads has the same effect 
upon the bolt as the nick just referred to, so that the metal in 
the threaded portion cannot be stressed as greatly as it could 
be if the surface of the bolt were perfectly plain. The factor 
of safety to be used for bolts will be increased on this ac- 
count to 10 for merchant engines and to 8 for naval engines. 

Another condition which causes a further modification of 
the factor of safety for bolts is the initial torsional stress set 
up when the nut is put on, due to the friction between the 
threads of the nut and bolt. This initial stress is greater rela- 
bolts of small diameter than in bolts of larger 
diameter, and can be considered as negligible in bolts of 3 
inches diameter and above; so that, starting with a factor of 
safety of 10 for bolts of 3 inches diameter and above, it will 
be gradually increased j1ntil i as 10 xor bolts of 1 inch diameter. 
In bolts for naval,engines, the: facter of safety will vary from 
8 for bolts ‘of<s eine diameter and above to 14 for I-inch 
bolts. Below is given a tabtes gf ithe {actors of safety, areas 
and allowable loads ypon dels: et varicus diameters, upon the 
assumption ‘hat, steel of 60,000 pounds per. s@uare juch ultimate 
strength is aised. , Wor steel of higher strength, the allowable 
load is increased in‘proportion. dt is eustomary to use not less 
than 4 threads per inch for:the bolts of connecting rods, caps 
and main bearings and for the threaded portion of the piston 
rod. 

When hexagonal nuts and heads are used, they are usually 


stems. 


tively in 


TABLE IV. 
MERCHANT. NAVAL. 
Diameter No. of Area at 
te) Threads Root of 
Bolt. per Inch. | Thread. Factor Allowable Factor Allowable. 
fe) Load in of Load in 
Safety. Pounds. Safety. Pounds. 
3/4 10 . 302 16.70 1,090 14.70 1,240 
/3 9 .420 16.40 1,540 14.40 1,755 
1 8 .550 16.00 2,060 14.00 2,355 
1//, 7 694 15.60 2,670 13.60 3,065 
1/4 7 .893 15.25 3,520 13.25 4,060 
13/3 6 1.057 14.90 4,250 12.90 4,910 
1/2 6 1.295 14.50 5,360 12.50 6,225 
1°/s 5Y2 1.515 14.10 6,450 12.10 7,525 
19/4 5 1.746 13.75 7,625 11.75 8,920 
17/3 5 2.051 13.40 9,170 11.40 10,800 
2 4)/5 2.302 13.00 10,650 11.00 12,600 
21/4 4 3.023 12.25 14,800 10.25 17,700 
2Y/o 4 | ° 3.719 11.50 19,400 9.50 23,500 
23/4 4 HH eho 10.75 25,700 | 8.75 31,600” 
3 4 5.63 10.00 33,800 8.00 42,250 
BY, 4 6.73 10.00 40,400 8.00 50,500 
BYo | 4 7.90 10.00 47,400 8.00 59,250 
38/4 4 9.21 10.00 55,200 8.00 69,000 
4 4 10.60 10.00 63,500 8.00 79,350 
4l/4 4 12.10 10.00 72,500 8.00 90,700 
41/5 4 13.68 10.00 82,100 8.00 102,800 
43/4 4 | 15.36 10.00 92,100 8.00 115,200 
5 4 17.20 10.00 103,000 8.00 129,000 
5 4 | 21.05 10.00 126,400 8.00 157,500 
6 4 25.30 10.00 152,000 8.00 190,000 
6Y2 | 4 | 30.00 10.00 180,000 8.00 225,000 
7 | 4 35.00 | 10.00 210,000 8.00 262,500 
1 


of standard dimensions, but a great many cylindrical nuts and 
heads and collar nuts are used. For cylindrical nuts, d = 1.75 
D te 167 D, and h = D, where d = diameter of the nut, and 
h its height. D = diameter of the bolt. 

For cylindrical bolt heads: d = 1.5 D; h = 0.67 D. 

The ultimate strength of the materials used in marine 
engines will be assumed as follows: 


Gastirontyte. niece rier 20,000 pounds (tension). 
Castasteele yeni ee: ". 55,000 to 70,000 pounds. 
NVROUEN SiG oc oossocoodncco 60,000 to 100,000 pounds. 
Phosphor bronze............ 35,000 pounds. 
Manganese bronze........... 50,000 pounds. 


We give a table of collar nuts, where the flange of the 
part joined is counterbored to serve as a collar for the nut. 


FIG. 5. DIMENSIONS IN INCHES. 
TABLE V. 

Diameter. A B G D E F G H* Hy 
Vo 3/6 | 7/8 Ye | Wa 7g Yq ‘ie | */16 | 7/8 
Vis 7/8 7s We | Ya Ys Wy ie) FAG) Ye 
°/3 1 16 | V4 Ys WY %ie | Vie | V/s 
Ya 1¥/i6 | 11/8 %ie | Vis | Yis | Vie | Ys 8 16 
/s 1/s | 1/4 Yis | %i6 | ‘is | Vis | V/s Ys 716 

1%i6 | 15/8 °/s Ys Ys 716 | Yie | Vis | 372 
1//s 1/4 | 1%/s 7s Ys Yo Ye | Vie | Vie | Yo 
1/4 1/16 | 19/3 Ys 76 | */8 Ys Yo 2 °/3 
1*/s 2Y/3 | 15/4 Ye NW Ke || Ye Ys Yo Yo °/8 
1/2 2/16 | 2 4 76 | %/3 Ys V2 Yo fs 
1°/3 27/2 | 21s Uf Yo Wie} Vie | Yis.| 1/2 °/8 
1/4 27/36 | 21/4 Ye Yo Wig| Vie | %ie | 1/2 /g 
1’/s 2/3 | 2/s | Ve Yo Mie) Yie | is | 7/2 */s 

8/6 | 2/2 V/s Yo MW6| "is | is | 1/2 fs 
2'/» 33/4 | 27/3 | 1 */3 Whe) Ys Wig) °/8 Ya 
3 4Y/o | 38Y%— | 1 o/s 6 | Vo Wig] 7s Ya 
4 4 V/, 3/4 5/3 V/s, V4 
5 2 | 5 1/2 Ys | 11s 3/4 Ys | 1/3 
6 6 19/4 1/4 Wig | 11/8 1/4 


* Wrought iron and composition. + Cast iron. 
Sometimes the collar is a separate piece attached to the flange 
by pins or dowels. 


CYLINDERS. 


The cylinders may be divided into two classes, those with 
liners and those without liners. If the cylinders are to be 
jacketed, of course liners will be necessary, but very often 
liners are used when it is not intended that the space between 
the liner and the cylinder barrel shall be used for jacket steam. 
The presence of a liner makes it easier to warm up the engine 
before starting, by temporarily admitting steam to the jacket 
space. The liners are very simple in shape, and can be made 
of a tough grade of cast iron, which will give a good wearing 
surface for the piston rings, while the more complicated 
cylinder casting can be made of a softer grade, which will 
flow readily during casting. A further advantage in the use 
of a liner is that, if any accident happens to the piston, it 
may break the liner, which can be readily replaced, rather 
than the barrel of the cylinder, the replacing of which would 
necessitate the dismantling of a good part of the engine. 

In deciding upon whether or not steam jackets are to be 
used, the following points should be considered: range of 


AuGust, i908. 


temperature in one cylinder, temperature of steam to be used 
in jacket spaces and number of revolutions of cranks per 
minute. The layer of metal in the cylinder walls which is 
subjected to any great variation of temperature is usually 
comparatively thin, and the purpose of the steam jacket is to 
keep this layer as thin as possible. The layers of metal near 
the outside of the wall are almost constant in temperature, 
and the temperature of the jacket steam must be considerably 
higher than the natural temperature of the outside of the 
wall, in order that its effect may be felt upon the inner layers, 
and result in any reduction of the amount of metal subjected 
to variations of temperature. The use of boiler-pressure 
steam in the jackets of the high-pressure cylinder of triple 
and quadruple expansion engines has, therefore, very little 
beneficial effect upon the economy of the engine; and, if the 
space is not well drained of water, may have a harmful effect. 
It is quite common to use no steam in the high-pressure 
jackets, but to use jacket steam on the medium-pressure and 
low-pressure cylinders only. The element of time will also 
affect the thickness of the layer of metal subjected to varia- 
tion of temperature, so that the higher the number of revolu- 
tions per minute the less need there is of jacket steam. 

The load upon the cylinder walls of the high-pressure and 
medium-pressure cylinders is intermittent in character, vary- 
ing from a minimum to a maximum. In the low-pressure 
cylinder, when a condenser is used, the pressure at times will 
be less than atmospheric, and consequently the load will be 
alternating in character. . The load to be used in calculating 
the thickness of the walls will depend upon whether or not 
jacket steam is to be used. If the jackets are not to be used 
except for warming up, and reducing valves and relief valves 
are fitted, so that the pressure in the jackets cannot be greater 
than that for which they are designed, it may be assumed that 
the load upon the cylinder walls is as follows: 


High-pressure — maximum = boiler pressure, gage. 
Triple; medium-pressure — maximum = 0.5 boiler pressure. 

Quadruple; first medium-pressure — maxi- 
mum = 0.6 _ boiler pressure. 

second medium-pressure — 
maximum = 0.4 boiler pressure. 

Quadruple and triple; low-pressure — maxi- 


Quadruple; 


mum = 0.25 boiler pressure. 


The maximum pressure in the low-pressure cylinder will 
seldom be more than 35 pounds absolute, or 20 pounds gage, 
and the back pressure seldom less than 4 pounds absolute, so 
the range of pressure would be 31 pounds, or about one-sixth 
of the absolute boiler pressure. When this is increased by 
50 percent, to allow for the fact that it is an alternating load, 
we have one-quarter of the absolute boiler pressure as the 
equivalent load acting upon the low-pressure cylinder walls. 

These assumptions are for the engine working under ordi- 
nary conditions. There are, however, other conditions which 
may exist at times, and for which allowance should be made. 
The high-pressure cylinder is liable to have water carried into 
it with the steam from the boiler; the medium-pressure and 
low-pressure cylinders may have their power increased by 
admitting live steam into the receivers, and so increase the 
pressure at which these cylinders take steam. Allowance for 
all these things is generally made by adding a fixed amount 
to the pressure assumed, so that the formula for barrels and 
liners is as follows: 


(BP + 25)D 40 
t= ati > (15) 
6,000 1oo + D 
where ¢ = thickness of walls in inches, 
P = maximum pressure in cylinder, assumed as above, 
and D. = diameter of cylinder, as calculated. 


International Marine Engineering 


329 


Equation (15) may be used for cylinders without liners. 
When liners are used they may be calculated by (18), and the 
barrels made of the same thickness. When used for the liner. 
the term 40 


too + D 


adds something to the thickness, to allow for reboring later, 
and to insure that the walls shall be of a thickness practical 
for casting, if the diameter D is small. When (15) is used 
for the barrel of a cylinder with a liner, the 


4o 


too + D 


is not needed for reboring, but is required because the barrel 
is larger in diameter than the liner, and may be thinner in 
places than designed, due to the displacement of the core 
during casting. Since the liner is finished inside, and at cer- 
tain places outside, it will be of the designed thickness. 

If jacket steam is to be used, and the pressure of the steam 
is to be greater than the (P + 25) in the formula, the greater 
pressure should be used in obtaining the necessary thickness 
of barrel and liner. 

All of the cylinder barrel thicknesses and liner thicknesses 
are usually made the same. The thickness for each cylinder 
can be found, and then an average taken, or only the thick- 
ness for the high-pressure cylinder need be figured, and all 
the others made the same. The thicknesses of the other parts 
of the cylinder and valve chest casting can be made some 
fraction of the liner or barrel thickness f, thus: 


Thickness of cylinder bottom, single, =f, 
Depth of ribs of cylinder bottom, single, = 5f, x 
Thickness of ribs of cylinder bottom, single, = t — 1/,, inch, 
Thickness of cylinder bottom, double, = 0.0b, 
Distance between walls, double, = 5¢ (at least), 
Thickness of cylinder flange, = 1.3f to 1.4, 
Width of cylinder flange, = 2.75t to 3.256, 
Thickness of metal in cylinder feet, =} 
Thickness of flange on cylinder feet, = 1.5¢ to 1.75, 
Diameter of bolts for cylinder feet, = 1.4t to 1.66, 
Thickness of metal in cylinder cover, single, = f, 
Thickness of metal in cylinder cover, double, = 0.8s5¢, 

; t X 100 
Spacing of webs in cover and bottom =p= —, 

VP 

Thickness of metal in valve liners, = i, 
Thickness of metal in ports and passages - = 0.85¢ to 0.of. 


The clearances are usually as follows: 


TABLE VI. 


Diameter of Cylinder. Bottom Clearance. Top Clearance. 


16 to 24 inches 1/4 to 3/g inch 3/16 to 1/4 inch 
24 to 40 inches */i6 to Ye inch W/4 to 3/s inch 
40 to 60 inches Vo to %/16 inch 3/s to WY inch 
60 to 80 inches ¥/16 to U/i6 inch Yo to %/16 inch 


80 to 100 inches 


i 11/16 to 18/16 inch %/16 to */3 inch 
Above 100 inches 


13/16 to 7/g inch °/g to Y/y6 inch 


The general shape of the cylinder bottom and covers will 
be determined by the shape of the pistons used. The length 
of the cylinder must be such that a piston of the desired shape 
can travel the amount of the stroke, and have clearance at the 
top and bottom of the cylinder. 


PISTONS. 


The coned cast steel piston is the one most used, but some- 
times the cast-iron box piston is used. The latter has the 


330 


shape shown in Fig. 6, and the usual proportions are as 
follows: 


Depth of piston = 1.5d to 1.6d, where d = diameter of piston 
rod. 


Thickness of face of piston = t = 0.0025 D VP + ©.33 inch, 
where D = diameter of cylinder; P = 0.5 boiler pressure in high- 
P =o.25 boiler pressure in medium-pressure 
low-pressure cylinder. 


pressure cylinder; 
cylinder; P= o.17 boiler pressure in 


Thickness near rim = a= 0.0, 
Thickness of ribs = b= 0.9, 
Thickness of boss around rod = c = 1.75t, 
Thickness of junk ring flange = e = 1.21, 
Thickness of packing ring = f=0.75¢, 
Breadth of packing ring =g= 3, 
t 
Diameter of junk ring bolts = —-+ 0.25 inch, 
2 
Pitch of junk ring bolts = 10 diameters. 


FIG. 6. 


When cast steel pistons are used they are all made, when 
possible, of the same over-all depth, as shown in Fig. 7, the 
details of the rim being the same for all. The slope on the 
under side of the low-pressure piston varies from I in 3 to 
I in 6; the steeper this slope is made the longer the piston rod 
must be, and the greater the total height of the engine. The 
flange on the foot of the cylinder attaching it to the housings, 
or frame, must be sufficiently far below the under surface of 
the cylinder bottom to allow the nuts on the bolts in the 
flanges to be set up. 

Figs. 8, 9 and 10 show some of the ways in which the 
cylinder bottom may be constructed to fit the pistons. The 
construction shown in Fig. 9 can be used when the low- 
pressure piston has a steep slope on the underside, but the 
construction shown in Fig. 8 is much stronger. 

When cast steel pistons are used, the thickness at the rim 


International Marine Engineering 


Aucust, 1908. 


be— 11% 4 | 


K—-——-20°% R- | 


w cs = 


WIE Vis ee ae 
31° 732 -R- al 
J 


FIG. 7. 


and at the center line of the boss can be obtained from the 
following formule: 


TDs es 
At the center, t= —,/? + 0.25 inch. (16) 
200 


At the rim, UU =o.5b, (27) 


where D = the diameter of the cylinder, and P may be taken as 
follows: 


Ratio of Boiler Pressure for Triple. Quadruple. 
For the high-pressure cylinder, P=0.5 P=0.45 
For the first medium-pressure cyl., P= 0.25 P=0.20 
For the second medium-pressure cyl., P=0.175 
For the low-pressure cylinder, P=0.20 P=o0.10 


Ye 
ON | 
oN 
St Br 


FIG. 8. 


N 
STN 


S 


Fic. 10. 


The construction of the pistons at the rim and at the boss 
is usually the same for all cylinders of the engine, except that, 
when the high-pressure cylinder is of small diameter, it is 
sometimes necessary to make a modification. Some of the 
constructions used for rims are shown in Figs. 11, 12, 13 and 
14. The dimensions to be used in any case should be deter- 
mined by the diameter of the low-pressure cylinder. The 


Avcust, 1908. International Marine Engineering 331 


the area necessary in order that the steam may enter with the 
desired speed. 


== 9 repeats! 
ar Y The breadth of the joint between the cover and the barrel 
&- No. should be from 2.75 d to 3.25 d, being usually 3 d, where d is 
- b c d | a the diameter of the stud connecting the flanges. The studs 
ings 
| 
12 | 13/4 3/4} 1 W/ig | 2 or 3 
P Be |Past 
> 3/4 8 8 8 = 
Q| 42 | 17/4 | /e| 1/8 | 1s | 3 or 4 SSS 
ax a2 Rae a SSsog 
78 | 2 | 1Ys6| 11/4 | 1% | 3 or 4 BW BS a Neri a) Onse sAY CS SI EN 
FIG. 11. ! | Cal ee SE | t 1 { ra ae 
Dimensions in inches. eu 2 needs veal : SHES 
depth of the pistons at the boss should be from 1% D to 1% 48) V/s 1 | Va 3 | 27/2 V7 1 1/5 


B 5 5 2 : €0| 11/3| 1 | 1/4 3 | 2/2) Vo) 1/2) 1s 

D; 1% D for piston rods up to 6 inches in diameter, and 72\ Wa M/s} 175 3/4 2/4) Ys) V/s) 1/4 

ofa & 14D Wh jp) & dle & Guincheskt 84) 12/4) 17s) 17/3) 3/4) 2574) 17s 15/3) 11/4 
ranging trom 11% to 1% or rods trom 6 inches to II | 13/4 


96) 1/4 V/s! 2 


ol/9} 


| u 1/4 


inches in diameter. D is the diameter of the piston rod. The 
Dimensions in inches. 


KJ 4b«—€ ab kas 


FIG. 14. 


should be spaced far enough apart to allow a wrench to be 
used freely, and near enough together to make the joints steam 
tight. For the sake of convenience and simplicity, it is usual 


AY AUN SS 
“Sy 


zB =| ; 5 
A to calculate the studs which should be used for the high-pres- 
| . 
a) g BA : sure cover, and then to use the same size of stud upon the 
<6 | 30 53/s| W/y6 17/s | 12/16 | 12/01 2/5 v/s) other cylinder covers, increasing the spacing as the steam 
40 93/4) 3 5 3 48/s| 21/5) 11 
a ee op ap up eh oy tes pressure decreases. 
FIG. 12 60 33/s 3/4 | 2/3 | 14/16] 17/s| 28/4) 1/4 
75 3/3 V/s | 27/38 | 1/16) 2 | 28/4) 11/4 
100, /3 | 8/4 | 2 21/4) 23/4) 11/4 


Dimensions in inches. 


diameter of the boss should be sufficient to afford bearing for 
the nut on the end of the piston rod, the design of which will 
be taken up later. The underside of the piston at the center 


Barrel 


kb *h*-e >| 


FIG. 15. 
iS 2'/s 8 : : P . 
ae 1/3) 7/s| 24/3) 3 | 1°/s| 1/4 When a liner is used the inner surface of the barrel will 
v over | 1/41 1 | 21/4] 3 | 13/s| 11/4] have a diameter equal approximately to 
| 
Dimensions in inches. C=D+2L+4+2/, (18) 
where D = the diameter of the cylinder, 

L = the thickness of the liner, 

J = the width of the jacket space, usually ? inch or 1 inch. 
is usually made horizontal for a distance from the center The load upon the cover will be the amea of a circle of 
equal to diameter C multiplied by the gage boiler pressure: 

D 
— + 1.5 inches, 
10 


where D = the diameter of the low-pressure cylinder. 


CYLINDER COVERS. 

The shape of the underside of the cylinder cover is deter- 
mined by the shape of the top of the piston. The distance a, 
Figs. 15 and 16, from the underside of the cover to the bottom 
of the flange, is determined by the height of the steam port 
entering the cylinder, and the thickness of metal above the 
port needed for the studs of the cylinder cover. The height 
of the port is generally from 4% to 7 inches, depending upon 


N 
N 
\ 
\ 
\ 
\ 


FIG. 16. 


332 


~™C 

= —— x (B.P.) 
4 

The cover studs should be spaced from 2.75 d to 3.25 d on 
the high-pressure cylinder, and the diameter of the pitch circle 
for these studs, upon the assumption that the width of joint 
is to be 3 d, will be C + 3 d. The total load to be carried by 
the studs being known, a diameter of stud d, equal approxi- 
mately to the thickness of the barrel, should be selected. 
Table IV. gives the load that the stud can carry, so that the 
total number necessary can be found. 


(C + 3d)z 


(19) 


Load on cover, 


= spacing of studs, 
number of studs 

which should be from 2.75 d to 3.25 d. If the studs cannot be 
brought near enough together except by taking d less than 
34 inch, the diameter is taken as 34 inch, and enough studs 
used to bring the spacing right. The spacing upon the 
medium-pressure cylinder cover should be from 4 d to 5 d, 
and upon the low-pressure cover from 5 d to 6 d. It is well 
to tabulate the results, as shown later in the calculations. 

The nuts used on the cover studs are often thicker than the 
standard nut, in order that they may stand frequent handling. 
Covers for cylinders over 35 inches in diameter should have 
manholes in them, usually in the center of the cover. These 
manholes should be not less than 16 inches in diameter, and 
constructed as shown in Fig. 15. Manholes are frequently 
placed in the bottom of the cylinders, to give access to the 
underside of the piston without taking off the cover and re- 
moving the piston. These have to be placed where they will 
clear the upper end of the connecting rod. 


CALCULATIONS FOR CYLINDERS AND PISTONS. 


The use of the formule given will be illustrated by continu- 
ing the calculations for the engine whose cylinder diameters 
and cut-offs have been previously determined. 

The assumptions and calculations made so far give us 


I. H. P.=3,000, P. S.=850 feet per minute, B. P.=185 pounds gage 
Cylinder diameters and stroke, 233”, 41”, 64” X 42”. 
Cut-offs: H. P. = 0.675, M. P. = 0.60, L. P. = 0.65. 
Cylinders.—Formula (15): 
(185 + 25)23.57 | 407 
H. P. cylinder liner and barrel, ¢ a 
6,000 
= 1.147”(Use 1”) 
(r00 + 25)41” 40” 
+ —— 
6,000 T41 
= 1.136’(Use 1”) 
(50 + 25)64” 40” 
L. P. cylinder liner and barrel, ¢ = ar 
6,000 164 
= 1.044”(Use 11/,5”) 
Make the thickness of all cylinder barrels and liners 13”. 
Use double walls in covers and bottoms. 
Thickness of cylinder bottom 
= 0.9 X 1.125” = 1.01” (Use 1”). 
Distance between walls of cylinder bottom 
= 5 X 1.125” = 5.625”, 
Thickness of cylinder flanges 
= 1.3 X 1.125” = 1.46” (Use 14”). 
Width of cylinder flanges = 3 d. 
Thickness of metal in cylinder feet 


= 1.125”. 


M. P. cylinder liner and barrel, ¢ 


at least. 


Thickness of flanges on cylinder feet 

= 1.5 X 1.125” = 1.69” (Use 13”). 
Diameter of bolts for cylinder feet 

= 124 <r. 125” = 1.58” (Use 18”). 


International Marine Engineering 


Aucust, 1908. 


Thickness of metal in cylinder cover 
= 0.85 X 1.125” = 0.0955/(Use 15/,,”). 
Maximum spacing of webs in bottom and cover: 
1.125” X 100 


H. P., ————— = 8.3”. (Use 8%”.) 
V85 
I.125” X 100 
MEPs = 11.25”. 
V 100 
1.125” X I00 
NO oy, (WU) 506) 


V'50 


Thickness of metal in valve liners 


= 1.125”. 
Thickness of metal in ports and passages 
=0.9 X 1.125” = 1.01”. (Use 1%) 
Piston clearances: 1BL, 12% M. P. My 12, 
Top ena ocean RP’ B/ Wok? 
IBYQKOHING s000000000006 4! 4" Me? 
Pistons.—Formula (16): 
23 i" Gy 
x Vico + 0.25” = 1.43”, high-pressure. 
200 
41’ 
= 50 + 0.25” = 1.70”, medium-pressure. 
200 
64” 
= V fo ©, 25” = 2.03”, low-pressure. . 
200 


Formula (17): 0.5 X 1.43” = 0.715”, high-pressure. 
5 X 1.70” = 0.85”, medium-pressure. 
0.5 X 2.03” = 1.015”, low-pressure. 
Depth of piston at boss = 1.5 X 5.25” = 7.87”. (Use 73”.) 
Diameter of cylindrical nut on top of piston rod = 4” X 1.75 = 7” 
(See below.) Top of boss to be 8 inches diameter. 
Radius of horizontal portion of the underside of piston 
64 
= —+ 1.57 = Te Oite 
‘IO 


(Use 8”.) 


The diameter of the body of the pistons will be: 
High-pressure, De! — Wi? == Deg] MM. 5 
Medium-pressure, 41” — 1/,,” = 4o%l/,,”. 
Low-pressure, ON? — HY = OBL. 

The details of the piston are shown in Figure 7. 

Bolting for Cylinder Covers.—Formula (18): 
C = B08" sp BX WotR” IB DX OnHS? S 27.25" 
(27.25)? 


Load on cover = X 185 = 108,000 pounds. 


4 
Try rg-inch studs of 70,000 pounds ultimate strength, which 
(see Table IV.) can carry 3,115 pounds each. 


108,000 
——— = 35. (Approximately.) 
SHULG 
PAS a> Bk Wot” = Bo Cs75 
; 96” 
Circumference of pitch circle = 30.625 X z= 96"; ——= 2.75”; 
; 35 
os 
= 2.44 diameters; (Too close). 
iro RAG” 


Try r}-inch studs. Working load = 4,110 pounds. 
108,000 

—— = 26. 
4,110 

ADAG! aP BOK UoeS” = gu 


(Approximately. ) 


SEX 18 = DoS 


AUGUST, 1908. 


International Marine Engineering 


333 


97-3” 3-75" : 
= 3.75” = 3 diameters; (Use 14-inch studs). 
26 it AGI? 
e i Diameter Pitch Number Spacing 
Cylinder. Cover Studs. ae Cae oF of of Studs, 
Cylinder. Diameter. Stud. Studs. Studs. Diameters. 
ISN Go000 2B aK” HDG’ 31” 26 Be 
Medium... 41” TAG” 484” 29 4.2 
Low....... 64” ib AG! 71h” 33 5-44 
(To be Continued.) 
{ we ene { 


= EFFICIENCY CURVES | & 0:45 DISC AREA RATIO 


course, far beyond the experimental data; this being done to 
help guide the directions of the curves at the confines of the 
data. In thus extending the compass of the curves, as well as 
in fairing them throughout, regard was had, so far as the 
experiment data left room for any question, to the theoretically 
calculated curves in Figs. to and 11, on which I comment later. 

Design—The “x y” curve, with its companion efficiency 
curves, serves perfectly for analysis of steam trials, where it 
is needed only to calculate thrust horsepower and efficiency, 
for known revolutions per minute and speed, with known pro- 
peller dimensions. But, for design, where it is generally 


CORRECT FOR 3 8LADED ELUPTICAL 4 


Sg 
io 
4 
AA 
N 
ig 
$4 
gj 


omy 
{ 


iv 
il 
| \ 


SCALE OF EFFICIENCY 


CURVES OF C, 


ti 


¥ i j 
j { 
~- a 


FIG. 7.—EFFICIENCY CURVES OF Co, BASED ON SCALE OF Cy. 


RESULTS OF FURTHER MODEL SCREW PROPELLER 
EXPERIMENTS.* 
BY; R. BE: FROUDE, F. R. S. 

Efficiency.—We have next to consider the efficiency redtic- 
tion. The variation of efficiency with pitch ratio makes it 
impossible to bring all the results under one single efficiency 
curve, as was done for the 1884 experiments. It was therefore 
necessary to obtain a series of efficiency curves for a convenient 
series of round-number pitch ratios, such as appear in Fig. 6, 
plotted to the base “x” of the “x y’ curve. This diagram, as 
well as that in Fig. 7, to avoid confusion, shows curves for an 
abridged series of pitch ratios. These are correct for the three- 
blade elliptical type of screws, and for a standard disk-area 
ratio of 0.45. To correct them for another type or disk-area 
ratio, or both, a uniform efficiency reduction must be made, of 
.020 for three-blade wide tip, or .o125 for four-blade elliptical, 
also one appropriate to the disk-area ratio and pitch ratio in 
question, as indicated by the ordinates of the efficiency correc- 
tion curves, to base disk-area ratio, in Fig. 5. 

Efficiency for a pitch ratio intermediate between those for 
which the series of efficiency curves are shown has to be ob- 
tained by interpolation, but in nearly all cases of practical 
occurrence the successive curves are so near together that this 
can readily be done by eye. ' 

The series of efficiency curves for the series of round-number 
pitch ratios, already referred to, were obtained from those for 
the four pitch ratios of actual experiment, which appear in 
Fig. 8, by means of cross curves, such as are shown in Fig. 9. 
In the former diagram, the curves are carried to unity slip 
ratio, and in the latter to zero of pitch ratio; in both cases, of 


* Read before the Institution of Naval Architects, April 10, 1908. 


desired to calculate propeller dimensions suitable to given 
horsepower, revolutions and speed, a difficulty arises from the 
fact that diameter, an unknown quantity, enters into both + 
and y. So, for purposes of design, there were devised the 
curves in Fig. 7, for which the abscissa “Ca” is determined 
solely by the known horsepower, revolutions and speed; while 
the corresponding ordinate “Co’ determines the unknown 


diameter in terms of the same known quantities. The ex- 
pressions for these two values are 
R? p+ 21 ) 
Ca= = . x y| (7) 
By p J 
HT pt 21 
(Gy = | y (8) 
BD? y* ? 


Unlike the “+ y” curve, this curve differs with pitch ratio; a 
series of curves is therefore shown, for the same series of 
pitch ratios as the series of efficiency curves accompanying the 
“4 y’ curve, which series of efficiency curves is also repro- 
duced on the Ca base to accompany the curves of C>. 

The x y curves can be used for design, though with indif- 
ferent convenience, as follows: If we choose a value for p, a 
series of chosen values of x, with the corresponding ones of 
y, determine corresponding ones of D from V and R by equa- 
tion (5), and thence ones of B from VY and H by equation (6). 
Thus we can get curves of D to base B (or propeller area if 
preferred) for a series of values of p. The main objection is 
that for chosen p there is a very small range of choice of x 
without exceeding the practical range of B. 

Unfortunately, it is never practicable to treat pitch ratio as 


SCALE OF EFFICIENCY. 


2 SS SSae 


a 


a 


e 


SCALE OF EFFICIENCY, 


——— (2 ee. 


International Marine Engineering 


SCALE OF SLIP RATIO 
4 (> 


AvcGustT, 1908. 


REFERENCES. 


O 153). 7. 
ZZ (I-s) UNE, 


THE FIGURES AGAINST THE CURVES In Fig 9 
DENOTE SLIP RATIO [+S] 


pt 


FIG. 8.—EXPERIMENTAL EFFICIENCY CURVES, BASED ON SLIP RATIO. 


an unknown quantity. Our usual practice in using these data 
is to obtain diameter and efficiency for two or more of the 
pitch ratio values for which curves are given, each for two 
or more values of disk-area ratio, and plot the results on a 
base of total blade area. In this way the diameter and efficiency 
for any intermediate pitch ratio is indicated. The disk-area 
ratio being reckoned for total area of outline without boss 
allowance, in computing the total blade area for ship propeller 
from the diameter and disk-area ratio, a discount must be 
made, to allow for portion of area covered by boss. In our 
general practice at Haslar this discount is 20 percent. 

Nominal Pitch.—It may be recollected that in the system of 
analysis and reduction just described, the pitch P, correspond- 
ing both to the pitch ratio p and the slip ratio S, is throughout 
taken as equal to the travel per revolution for zero thrust; in 
other words, the revolutions of zero thrust are taken as the 
zero of the slip-ratio scale. Comparison of the figures which 
we have calculated from these data with the realization in 
actual ships have led to the conclusion that the pitch of pitch 
ratio figures used or obtained in these calculations, which we 
may term “analysis pitch,’ should be taken as 1.02 times the 
nominal (or driving-face) pitch for ship. 

For present purposes, I prefer this result of net experience 
to any estimate based on the relations between “analysis” pitch 
and constructional pitch in the model screws, partly because 
I question the adequate nicety of the pitch molding of the 
model propellers for such a purpose, partly because of the 
differences of condition between ship propellers in use, and 
model propellers under experiment, some of which are referred 
to above. 


A 
SCALE OF PITCH RATIO. 


6 a 8 12 


FIG. 9.—EXPERIMENTAL EFFICIENCY CURVES, 


THEORETICAL EFFICIENCY CURVES. 


The curves shown in Figs. 10 and 11 have been computed on 
three different bases. No. 1 of these is the solution of Mr. 
William Froude’s paper of 1878, obtained from the rotary and 
thrust components of the estimated edgewise and normal 
resistance of an elementary plane, mounted on a revolving 
radius, obliquely to the plane of rotation. The other two are 
the same in principle (slightly different mathematics), but the 
resistance forces of the supposed plane or blade are obtained 
from the experiments made at Haslar some years ago on planes 
and blades moving obliquely at various angles. In No. 2 the 
plane was oval and thin, with edges symmetrically sharpened; 
in No. 3 the blade (as it must more properly be termed) was 
rectangular, and flat all over the front face, but rounded on the 
back like a screw blade, the mid-thickness being about one- 
seventeenth of the width. In both the length was twice the 
width, and the length was transverse to the line of motion. 

The planes or blades were tried at various angles of obliquity 
from the path, and the components of force, R in line of path 
and ZL transverse to it, measured. I am indebted to Mr. 
Arnulph Mallock for the following charmingly simple solution 
of the efficiency of such plane or blade mounted on a revolving 
radius and treated as an elementary screw propeller, as in Mr. 
William Froude’s solution. In figure C let A B be the path 
of plane (A towards B), A C the plane of rotation, C B the 
line of axis, and V the speed of advance (C towards B), then 
we shall have 


(1) In respect to force L, 


£ Transactions Institution of Naval Architects, Vol. XIX., page 47. 


BASED ON PITCH RATIO. 


: 


AuGUST, 1908. 


International Marine Engineering 


335 


U,, t.e., Useful power = V Loos «, 
E,, i.e., Expended power = V L cos «. 


(2) In respect to force R, 


UR, 4.e., Useful power = — VRsin &, 

cos & cos? a 
E,, 4.e., Expended power = V Rcosx= VR 

sin & sin 


SCALE OF EFFICIENCY. 


slip, in this respect according with the results of the screw 
experiments, as shown in Fig. 8. The curves in Fig. 8 ter- 
minate at zero of slip ratio, while those of Fig. 10 do not, 
because the latter are calculated for pitch of surface, but the 
former for pitch equal to travel per revolution at zero thrust, 
therefore necessitating zero efficiency at zero of slip ratio. 
This circumstance turns on a rather important theoretical 
point, as follows: 


NI3. on * ” m4 
ZZ (vs) Line 


N@ 1. FROM W. FROUDE'S SOLUTION (1NA 1878) —--— EE 66 PITCH RATIO 
Nt2. FROM OBLIOUE PLANE EXPTS, THIN PLANE - aco FF 100 ” ” 
ROUNDBACK BLADE ce 133 


THE FIGURES ACAINST THE CURVES IN Fig. fl 
DENOTE SLIP RATIO[= S], 


i SCALE OF SLIP 'RATIO 


A) 5 2 3 4 


S 


ys zl 58. 9 So. 


FIG. 10.—THEORETICAL EFFICIENCY CURVES, BASED ON SLIP RATIO. 


whence 
R 
% = = lien Ce 
Wy, ate Oh IL 
Efficiency = — = 5 
i sp 1a R 
1 = —= GE CS 
IL 


or, writing 


R 
—— = tan y 
L 
tan « 
Efficiency = == 


tan (« + y) 


SCALE OF EFFICIENCY. 
cS 


4 6 i 7 8 


FIG, 


This was the solution used in computing the curves for 
bases Nos. 2 and 3. 

It will be seen that in Fig. 10, Nos. 1 and 2 follow each 
other pretty closely, as might be expected, but that No. 3 differs 
from the two others in a striking way in the regions of higher 


SCALE OF PITCH, RATIO. H 


11.—THEORETICAL EFFICIENCY CURVES, 


In the ideal case of a screw with no edgewise resistance, 
where, in other words, the turning moment must be simply the 
virtual-velocity component of the thrust, the sole waste would 
be slip, and the efficiency would be always = (1 — S). This 
expression, indicated by the ordinates of the straight line Z Z 
in Figs. 8 and 10, may therefore be regarded as the theoretical 
limit of efficiency, from which an actual screw must fall short 
in virtue of the edgewise resistance element. But it will be 
seen that the actual screw curves in Fig. 8 begin to trespass 
outside this line before even 30 percent slip is reached. The 
comparison between the theoretical curves for bases Nos. 2 and 
3 proves clearly that this feature is incidental to the roundness 
of back of the blades, which must obviously operate to in- 
crease the effective pitch [and so falsify the (1 — S) line]; 
and this not by a constant amount, since the increase at no slip 
has already been taken account of in the mode of assessing the 


F 6 


9 ijo il 2 43 i 4 45 \s 7 


BASED ON PITCH RATIO. 


analysis pitch, but by an amount which increases markedly as 
slip ratio increases. * 

In reference to Fig. 11, it should be noted that the ordinates 
of the curves for basis No. 3 have been calculated for the 
following pitch ratio values: .05, .10, .20, .33, .50, .66, I.0, 1.33, 


336 


International Marine Engineering 


AuGustT, 1908. 


1.06, 2.0, 2.4. The finish tangential to the base line at the zero 
pitch ratio end is consonant with theory, because, in the limiting 
case, for given revolutions per minute, turning moment and 
work expended are.constant, whereas for given slip ratio, both 
thrust and speed vary as pitch, and useful work consequently 
as pitch squared. The pitch ratio figures assigned to the 
theoretical curves in Fig. 10, and to which they are plotted in 
Fig. 11, are taken as two-thirds of the values proper to the 
actual supposed path of the plane or blade; on the supposition 
that the mean diameter of an ordinary screw may be taken 
as about two-thirds of the reputed diameter. 


THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY F. WALKER, M. I. E. E. 


NON-LUMINOUS HEATING APPARATUS WITH LOOSE POWDER. 


There is another form of electric heating apparatus, which 
has been developed in Germany, principally, in which a loose 
powder is employed, the necessary resistance being obtained 
partly by means of the substance of which the powder is 
composed and partly by. the fact that the substance is in a 
powder, or in loose grains. A loose powder, or loose contact 
between any two conductors, across which an electric current 
has to pass, always offers a considerable resistance over and 
above that due to its own sectional area, length, etc. This is 
the cause of the heating of badly designed switches. If the 
contact portions of a switch do not make good contact with 
each other, heat is always liberated at the surfaces, and some- 
times arcs are formed with the attendant enormous heat. 


FIG. 35.—SALOON ELECTRICALLY HEATED BY HAWKES’ STOVES. 


One form of this heating appliance is known as ‘“Kryptol.” 
It is a granular mass of very inoxidizable substances, carbon, 
graphite, carborundum and silicious matters. These substances 
are ground together and then pressed into blocks, and after- 
wards made into grains of a uniform size. The grains for 
different types of apparatus vary in size from aq sand to the 
size of grains of wheat, with varying amounts of graphite 
and carborundum, according to the particular applications for 
which they are required. The substance is claimed to stand 
temperatures up to 3,000° F.; and, on the other hand, it is 
claimed that temperatures as low as 50° F. can be obtained. 

The powder or grain is filled into cartridges, as shown in 
Fig. 36. These cartridges consist of tubes of special glass, in 
which the resistance material is held, the ends of the tubes 
being hermetically sealed with metallic capsules, which form 
the connections to the powder. 
an electric current before they are finally closed by the cap- 


‘tically open fireplaces. 


The cartridges are heated with 


FIG. 36.—KRYPTOL CARTRIDGES BUILT INTO FRAME. 


sules, in order to eliminate grains of un-uniform size, and 
also to get rid of the moisture. One of the troubles met with 
in working out this form of apparatus, after the capsules had 
been fixed, was the generation of steam within the cartridge 
when the current was allowed to pass through, the steam 
bursting the glass-containing tubes. To meet this difficulty, 
any moisture that may be present is driven off by the heat of 
an electric current, the moisture forming steam, and the heat- 
ing being kept up until this has all disappeared, and the whole 
mass is thoroughly dry, and until dry air is present between 
the grains of the substance. The cartridges are built into 
various forms, and are arranged as radiators, or convectors, 
whichever term may be preferred, some of which are shown 
in Figs. 37 and 38. : 

Kryptol is also used, in certain cases, in what are prac- 
The grains are loosely heaped in a 
vessel of fireproof clay, the current being led to the mass by 
conductors projecting into them. For other purposes also the 
Kryptol grains are spread loosely on a plate that it is desired 
to heat, or in an annular space surrounding an object to be 
heated, ete. : 

The action of the substance is as follows: When the cur- 
rent is first switched on, small arcs are sometimes formed 
between the individual grains, this leading to the very rapid 
development of heat. But in the cartridge tubes, providing 
that they are properly prepared, it is claimed that the forma- 
tion of arcs has been practically suppressed. In either case, 
whether arcs are formed or. not, the substance settles down 
usually to a dull red heat, which may be increased up to the 
high temperature named, if sufficient current is passed through 


FIG. 38. 


KRYPTOL CABIN HEATERS. 


Auecust, 1908. 


it for a sufficient time. Where the substance is used loose, 
practically in air, the formation of the arcs mentioned leads to 
the burning away of the substance itself by the formation of 
carbonic oxide and carbonic acid, just as in an ordinary 
furnace or in an arc lamp. It is stated, however, that the 
powder can remain, with the current passing through it, for 
several hours before it need be renewed. 

Some tests that have been made upon a stove intended for 
heating rooms and containing twenty cartridges inside a cover 
of expanded metal are interesting. They are shown by the 
curve in Fig. 39. ‘In the figure the ordinates are temperatures 
in degrees Centigrade, and the abscisse represent time in 
minutes. The stove was used to heat up a room, whose initial 
temperature was 10° C. (50° F.), the outside temperature being 
2° C. (35.6° F.). The current employed was 9 amperes, with 


a pressure of 120 volts—a little over one kilowatt, or Board 
of Trade unit. 


Pane) 
Same 


5 410 15 20 2 30° 3 40 45 


Minutes 


FIG. 89.—TEMPERATURE CURVES OF CARTRIDGE STOVE. 


In the figure, line I. shows the variation of the temperature 
of the air between the two upper cartridges, with the cover of 
the stove removed. The cartridges were in two vertical rows 
of ten each, and the temperatures given would be between the 
two upper ones, just inside the top of the stove. It will be 
seen that the temperature rises in Io minutes from 10° C. 
(50° F.) to 60° C. (140° F.). In 15 minutes it has risen to 
1oo> €. (212° F.) ; in 20 minutes to 124° C. (255° F.). After 
this the rise is more gradual, reaching 150° C. (302° F.) in 
35 minutes, and 152° C. (305.6° F.), at which it remains con- 
stant to the end of the test, which occupied an hour. Curve 
II. shows the temperature on the center of the cover, which 
was presumably replaced. It will be noticed what a great 
difference there is between the temperature of the cover and 
that of the air inside of the apparatus between the cartridges. 
The rise of temperature is still very equal, and it reaches 65° 
C. (149° F.) in 15 minutes, but it reaches 88° C. (190° F.) 
only in 35 minutes, and does not rise any higher to the end of 
the test. Curve III. is the temperature of the air of the room 
20 millimeters (34 inch) above the top of the cover. It will be 
noticed that the temperature follows the same coursé as that 
of the cover itself, but is about 4° C., say 7° F,, less. Curve 
IV. is the temperature of the top of the frame carrying the 


International Marine Engineering 


337 


cartridges, which, it will be seen, follows the course of curves 
Il. and III. fairly closely, with a certain difference between 
them. Curve V. is the temperature of another portion of the 
cover, not subject to side currents of air. It does not present 
much interest. Curve VI., which is the most interesting one 
of the whole, is the temperature of the room one meter (393% 
inches) above the cover; and curve VII. is the average tem- 
perature of the air in the room. It will be seen that the tem- 
perature of the air, one meter above the cover, and the aver- 
age temperature of the room, are very nearly alike, that a 
short distance above the cover being slightly higher than the 
average temperature, and being about 7° C. (12.6° F.) above 
it at the end of the test. Both curves, however, rise very 
gradually. It takes 25 minutes to increase the temperature 
10° C. (18° F.) one meter above the stove, and 30 minutes for 


32 | =! 


— 


Gas Heating 
10/6 Cu. Kt. 


per fou. 
a 


& 
2 4 6 8 10 12 14 16 18 20 22 24 24 6 


Minutes 


8 10 12 14 
FIG. 40.—HEATING TO BOILING POINT OF ONE LITER OF WATER. 


the average temperature of the room to reach the same figure. 
The temperature of the air, one meter above the stove, rises 
very gradually, it will be seen, to about 27° C., while the 
average temperature of the room rises to only about 21° C. 
Gow: 

There is another instructive series of curves given of tests 
with a Kryptol stove, shown in Fig. 4o. There are several 
curves, those on the left of the figure giving the rise of tem- 
perature in the time shown, with the Kryptol apparatus, and 
those on the right the rise of temperature in the time shown, 
with gas. The gas employed appears not to have been by any 
means the most efficient for heating. It was an open gas 
flame, which is certainly not designed for heating. As will be 
seen, the electrical apparatus takes 10 minutes to reach a tem- 
perature of 28° C. in the best of the three curves shown, and 
over 20 minutes to reach 100° C., while gas reaches 30° C. in 
the worst of the curves shown in 4 minutes, and 100° C. in 14 
minutes. 

The above curves are taken from an article in the German 
Export Zeitschrift, dealing with the subject. The article also 
gives some other interesting information, which there is hardly 


338 


International Marine Engineering 


Avucust, 1908. 


space to reproduce here. Some other curves are given, which 
show that the current required rises to a maximum, and then 
‘falls to a “working” current. This is the common experience 
with a great many forms of heating apparatus. If the air of 
a room is required to be heated up quickly, a considerable 
amount of heat has to be supplied to the apparatus for a short 
time, and then it may be reduced, the air then keeping its tem- 
perature with a smaller expenditure. 


SPIRAL COIL HEATERS. 

A type of electric heater made by the Consolidated Car 
Heating Company, New York, and fitted for marine use, is 
on the McElroy spiral coil construction, in which the re- 
sistance coils are perfectly supported at every point, rendering 
vibration impossible. The spindle supporting the coil consists 
of a 3£-inch square wrought iron rod, on which are strung 
porcelain tubes, so designed and fitted that a helical groove 


FOR 1,000 watts. 


The Kryptol cartridges described are made in the following 
sizes: 514, 714, 10, 1234 and 20 inches long, by 0.6 and 08 inch 
diameter respectively. The 1234-inch cartridge takes 03 
ampere with a pressure of 100 volts, and the cartridge is 
stated to receive with that current and pressure an increased 
temperature of 100 degrees. These figures are for the cart- 
ridge when exposed. When inclosed, the conductivity of the 
mixture rises with the temperature, and the cartridge will take 
0.4 ampere with 110 volts. 

It will be understood, as explained in connection with hot 
water and steam heating, that the above remarks apply to 
heating, without having any regard to the question of venti- 
lation. As will be explained, heating and ventilation are 
now usually considered together, the ventilating air current 
being employed for heating and cooling purposes. In many 
cases, however, no attention whatever is paid to ventilation, 
and this is particularly the case with electrical heating ap- 
pliances. 

It will be understood that any heating appliance may be 
fixed in any room, passage, alleyway, etc., and will give off 
heat, exactly in the proportion described, but the heat given 
off may or may not be useful heat. In the case of corridors, 
one very frequently sees here a heating appliance, which is 
practically useless, because there is an air current constantly 
passing over it, and constantly carrying off the heat that is 
liberated, without doing any useful work. The same remark 
would apply to a room that is very subject to drafts. The 
heating appliance would do very little good. On the other 
hand, if a heating appliance is placed in a room, say in the 
middle of a saloon, and is not exposed to drafts, it will heat 
up the air of the saloon, by radiation and convection, in a 
certain time, varying with the conditions, but the heating will 
be hardly under the control of the engineer in the same manner 
as it is when the appliances are so arranged, as will be de- 
scribed later, as to utilize the warmed air currents. 


FIG. 41.—SPIRAL COIL HEATER 


FIG. 41A.—SMALL SPIRAL COIL HEATER FOR STATEROOM. 


extends from end to end. The iron wire for the resistance 
coil is wound in a close spiral spring, and insulated copper 
leading wires are attached to both ends by twisted and soldered 
joints. This coil is wound between the ridges on the porcelain 
spindle, under suitable tension, and the leading wires are 
passed through eccentric bushings at the ends and firmly 
fastened to the exterior part of the circuit. This construction 
gives the greatest possible length of wire in the given space, 
and so disposes every portion of the large surface presented 
that a large quantity of air comes freely into contact with it, 
and passes out in a steady stream at such temperature as may 
be designed. 

Two views of this type of heater are given in Figs. 41 and 
41A. The former is designed for the use of 1,000 watts (1 
kilowatt) of current, measures 27 inches in length, 153¢ in 
height and 3 9/16 in thickness. The “spread” for bolt holes 
is 7 inches, and the heater, which contains four coils, is 
finished in black japan. The smaller heater shown has only 
two coils, and measures 4% inches in thickness, with a spread 
of 6% inches. The length is 153% inches, while the oval of the 
case measures 534 by 33g inches. The case is of heavy, per- 
forated sheet steel. 


LOW TEMPERATURE AIR HEATER, TUBULAR TYPE. 


The latest in air heater design is the so-called “low tem- 
perature air heater.’ The specifications of the United States 


AucGust, 1908. 


International Marine Engineering 


339 


battleship Louisiana called for electric heaters which should 
have an. operating temperature equivalent to that of steam 
piping. Asa result, the General Electric Company's engineers 
designed the tubular type of air heater shown in the accom- 
panying illustration, and furnished it to the Lowisiana, This 
particular type of heater consists of three or more tubular 
heating elements inclosed by the metal “chimney” tubes which 
are shown. Each tube dissipates 250 watts. The principle of 
this design is the combination of the large radiating surface 
with a low watt surface density and the chimney effect of the 
tube. 


REGULATING THE HEAT DELIVERED BY ELECTRIC HEATING 
APPARATUS. 

The favorite method is similar to that described in con- 
nection with the glow lamp radiator. The heating elements 
are arranged inside the apparatus, in such a manner that either 
each element individually, or groups of elements, can be 
switched in and out at will. The usual arrangement is, for 
heating appliances, the heating elements are connected in 
parallel between what are practically two bus-bars, connected 
to the supply service. There is a main switch to disconnect 
the whole appliance, and there are subsidiary switches to 


fIG. 42.—TUBULAR TYPE, LOW-TEMPERATURE AIR HEATER. FIG. 43.—AIR-HEATER, CARTRIDGE UNIT TYPE. 


It is manifest that, while all electric air heaters may be said 
to give 100 percent efficiency, the practical efficiency, which 
is judged by the uniform and effective distribution of the heat 
in the room, can be obtained only by passing a relatively large 
volume of air over the heating surfaces, and raising it only 
a few degrees above the temperature of the room. The oftener 
the total volume of air in the room passes over the surface of 
the heating source, and the less temperature difference between 
the outlet and inlet, the more efficient is the heating system. 

Three distinct forms of heating elements are used by the 
‘General Electric Company. ‘The cartridge unit consists of a 
thin tape of special resistance metal, wound edgewise, insulated 
with a fireproof cement and then inserted in a mica-lined brass 
tube capped with a cement plug through which the leading-in 
wires are brought. The quartz enamel unit is made up of a 
resistance wire wound in a coil of small diameter, which is 
then coiled into the form ofa flat spiral, with mica insulating 
strips between its convolutions, and held against a layer, of 
‘quartz grains imbedded in enamel on the bottom of the heater. 
Both of the foregoing heating units are practically infusible 
and indestructible, but can be readily replaced if damaged by 
accident. Great care has been taken in the design of the heat- 
ing devices to insure the most efficient application of the heat, 
and at the same time to give proper radiating surface, so that 
nearly all the apparatus may be left in circuit indefinitely with- 
‘out fear of burn-out. (See Fig. 33.) 

The third form of heating element is the tubular resistance, 
which is used in the tubular air heater already described. 
This resistance, while designed only for comparatively low 
temperatures, is one of the cheapest and best forms for air 
heaters up to a maximum of 600 or 700 degrees F., or with a 
density of 2 or 2% watts per square inch. It was first de- 
veloped by the General Electric Company for rheostat work, 
and particularly the heavy service of the railway rheostat. It 
‘consists of a tube of asbestos wound on a mandrel, the tube 
supporting a single layer of resistance wire closely wound, but 
with turns not touching. The tube is then impregnated with a 
fire-proof insulating compound, which gives the asbestos con- 
siderable stiffness and forms a protecting coat over the re- 
‘sistance wire. 


FIG. 44.—GENERAL ELECTRIC LUMINOUS 
RADIATOR. 


S 
3s 


73 


MiG 


FIG. 46. 


PROMETHEUS REGULATOR DETAILS. 


connect and disconnect either individual elements, or groups 
of elements, from the bus-bars. 

The British Prometheus Company has another system of 
regulating for some cf their apparatus, which is something on 
the lines of the regulator of the tramway service. There is a 
sleeve of approximately square section, as shown in Fig. 45, 
with conductors on the insides of the four faces, connected to 
the heating elements. The corresponding fitting (Fig. 46) 
consists of a solid piece of insulating material of square sec- 
tion, carrying conductors on its faces, the conductors being 
connected to flexible cords, to which the regulator is attached. 
It is arranged that the conductors on the male portion, when 
making connection with certain conductors on the female 
portion, allow full, three-quarters, one-half or one-quarter of 
the current strength to pass as may be desired, the arrange- 
ment being made by connecting the different elements in the 
heating appliance in different order. Thus, for full heat, all 
the elements will be connected in parallel. For half heat, two 
sets will be connected in parallel, afterwards being connected 
in series in each parallel, and so on, for the other heats. 


340 


International Marine Engineering 


August, 1908. 


Other methods of varying the heat include that shown in Fig. 
47, which is adopted by Messrs. Isenthal, of London, which is 
somewhat similar, though different in form, to that of the 
Prometheus Company. The heating apparatus has three pro- 
jecting pins as shown, and the connecting pipe from the supply 
service has three plug holes. When the three plug holes are 
on the three pins, the full current is passing, and the full heat 
is liberated. When the two plug holes on the left engage with 
the two pins on the right, the medium current is passing, and 


FIG. 47.—ISENTHAL METHOD OF REGULATING WITHOUT SWITCHES. 


when the two plug holes on the right engage with the two pins 
on the left, a weak current is passing. The strength of the 
currents under this arrangement ate as one, two and three. 
The three-hole plug is wired with twin wire, one of the twins 
being connected to the center plug hole, and the other to the 
two outside plug holes. 

The Prometheus Company, of New York, has a somewhat 
similar arrangement for regulating the heat in certain cases. 
There are three pins on the heating apparatus, and there are 
three terminals on porcelain holders, connected to three con- 
ductors of a flexible cord. The three terminals on the flexible 
cord are colored, one red and the others black. By different 
arrangements of the terminals by engaging the red terminal 
and the black terminals with different pins, different heats are 
provided. 


THE QUANTITY OF HEAT LIBERATED IN ELECTRICAL HEATING 
APPARATUS, 


Referring to the formula, H is given in watts, when EF is 
given in volts, C in amperes, and R in ohms; these being, as 
marine engineers know, the units of electrical power, pressure, 
current and resistance. The watt is the unit of power or the 
rate of doing work,.and it will be familiar to engineers from 
the fact that 746 watts equal one horsepower. Work is done 
at the rate of one watt, when a current of one ampere passes 
with a pressure of one volt, or the equivalent. Thus, in the 
ordinary 16-candlepower incandescent lamp, working with a 
pressure of 100 volts, and taking a current of 0.6 ampere, the 
electrical energy expended in each lamp equals 100 0.6 = 60 
watts. 

Coming to the heat question, each watt liberates 0.0568 
British thermal unit per minute, or 3.41 British thermal units 
per hour. These figures are derived from the figures already 
given, showing that the heat unit equals 17.58 watts. It is 
claimed, by makers of electrical heating apparatus, that the 
whole of the electrical energy delivered to the apparatus, 
whether it be in the form of the lamps that have been de- 
scribed, or any one of the resistance materials mentioned, is 
converted into heat; and therefore, where an electrical heating 
apparatus is employed to heat a room, the whole of the elec- 
trical energy is applied in heating the air and objects in the 
room. The writer mentions the claim, and so far scientists 
appear to have assumed that the principles upon which it is 
based are correct. 

It is assumed by scientists that every form of energy, when 
transformed from the state in which it is at any moment, be- 
comes heat sooner or later——that heat is the final form of all 
energy, and that the heat balance sheet is the final court of 


appeal upon all matters in which any form of energy is con- 
cerned. It appears to the writer that it is quite possible that 
other forms of energy may be liberated, when electricity is 
converted into something else. The question whether this 
does take place, or not, has not yet been examined in any way 
by scientists, and therefore the above statement is given with 
all due reserve, and the calculations which follow will be 
understood to be subject to that reservation. If all the elec- 
tricity delivered to the heating apparatus becomes heat, the 
calculations are correct. In any case, it appears to the writer 
that any difference there may be would come within the 
margin which every practical engineer allows himself for pos- 
sible sources of error. . 

The electric lamps described above, which are emploved in 
luminous radiators, absorb, as mentioned, 250 watts each, and 
that would mean that 250 X 3.41 = 852% British thermal 
units are liberated by each lamp per hour. As each British 
thermal unit raises the temperature of 55 cubic feet of air 
1 degree F., each lamp will raise the temperature of 47,000 
cubic feet of air 1 degree F. in one hour, or, say, approxi- 
mately, 4,700 cubic feet 10 degrees F. in one hour, two and 
four lamps raising the temperature of proportional quanti- 
ties of air to the same degree. 

Leaving out for the moment the question of air currents and 
ventilation, which will be dealt with further on, it is a simple 
calculation to find the number of lamps required to raise the 
temperature of a room of a given cubical content through a 
given number of degrees. The temperature to which the air 
has to be raised varies, of course, with the climate and the 
seasons, but taking 40 degrees F., the figure worked to in the 
calculations which follow, as the increase of temperature re- 
quired, this would be provided for in a room haying a cubical 
content of 1,175 cubic feet, by one of the lamps mentioned, in 
one hour, on the supposition that all of the electricity is con- 
verted into heat, and that no heat passes out of the room 
during the time. 

The above remarks apply equally to non-luminous radiators, 
which are made to take various quantities of electricity. Ap- 
paratus is made absorbing from 500 up to 4,000 watts, when 
taking their full current, and liberating from 1,700 to 13,600 
heat units per hour. They are usually made to regulate the 
current at one-quarter, one-half and three-quarters of the 
full heating capacity, the heat units liberated being then from 
425 to 3,400 with one-quarter, and the other figures in pro- 


portion. (To be Continued.) 


American Shipbuilding in 1908. 


Returns covering the fiscal year 1908 show that 1,506 vessels 
of 588,627 gross tons were built. The largest previous annual 
output was in the year 1855, when 2,024 vessels, of 583,450 
tons, were built. The steel vessels built in the year just ended 
numbered 142, of 417,167 gross tons (average, 2,938 tons), 
compared with 131, of 366,517 gross tons (average, 2,708 
tons), built in 1907. The record for steel construction was 
broken in both these years. Of these totals for steel vessels the 
Great Lakes accounted for 75 of 304,379 tons in 1908, and 47 
of 238,713 in 1907. 

Of the 142 steel vessels built in 1908, 85 exceeded 1,000 
gross tons each. Of these 55 were built on the Great Lakes, 
the largest being the William M. Mills, of 7,962 tons, and 30 
were built on the seaboard, the largest being the Columbian, 
of 8,579 tons, built at San Francisco for trade to Hawaii. 
Four ocean sailing vessels exceeding 1,000 tons each were 
built during the year, the largest being the Edward J. Law- 
rence, of 3,350 gross tons. The tonnage built in 1908 was 
entirely for domestic transportation, no vessels exclusively 
for foreign trade having been launched in the United States. 


Avcust, 1908. 


THE COMBINATION SYSTEM OF RECIPROCATING 
ENGINES AND STEAM TURBINES.* \ 


% 
6 Ps 


BY HON. C. A. PARSONS, CG. B., F. R. S., D. SC., M. A., AND R. J. WALKER, 


In the early years of steam turbine design and develop- 
ment it became apparent that the turbine engine was capable 
of economically dealing with ratios of expansion far beyond 
the reach of any reciprocating engine, whose limitations in this 
respect had been experimentally determined by many investi- 
gations. 


International Marine Engineering 


341 


exhausting into turbines was first put to a practical test in 
His Majesty’s destroyer Velox. In this vessel two small recip- 
rocating engines were fitted for cruising purposes, of such 
power that, in combination with the main turbines, they would 
give an economical consumption at speeds of 11 to 13 knots, 
the usual cruising speeds at the time the Velox was built. 

The arrangement of machinery consisted of one main high- 
pressure and one low-pressure turbine on each side of the 
vessel, each driving a separate shaft, or four shafts in all. The 
two small reciprocating engiges were coupled at the forward 
end of each of the low-pressure turbines. For speeds up to 


’ 


. — VY ) 


i = TM 


i mmm 


FIG. 1.—FIFTY-HORSEPOWER LOW-PRESSURE TURBINE FOR ATMOSPHERIC PRESSURE, DESIGNED IN 1889. 


In 1889 the first condensing turbine, of about 100 horsepower, 
was designed for an expansion ratio of 100 by volume, the 
expansion being effected in two turbines of the double-parallel 
flow type, the low-pressure turbine (Fig. 1) taking steam from 
the exhaust of the high-pressure at atmospheric pressure, and 
expanding it down to 1 pound absolute. The striking feature 
presented by this design was the very high estimated efficiency 
of this low-pressure portion. A separate low-pressure turbine 
was not, however, actually constructed until some years later. 

In 1894 a patent was taken out for the “combination” of a 
reciprocating engine with a steam turbine, whose object was 
“to increase the power obtainable by the expansion of the 
steam beyond the limits possible with reciprocating engines.” 


VACUUM. 


i) 
ie) 


Lus. Steam per -I.H.P. Hour. 


oO 
SER eEe 
5 
Ls. PRessuRE ABSOLUTE. 


FIG. 2.—EFFECT OF VACUUM ON STEAM CONSUMPTION OF 200-HORSEPOWER 
TRIPLE EXPANSION RECIPROCATING ENGINE. 


The previous treatment of the steam is, of course, immaterial, 
provided that its condition of pressure and wetness on reach- 
ing the engine are known. 

The first instance of a separate turbine worked from the 
exhaust of other turbines was in the Turbinia’s machinery in 
1897—the pressure at entry of her low-pressure turbine was 
about 9 pounds absolute, and the exhaust 1 pound absolute. 
The slip ratio of her three shafts showed that the low-pressure 
turbine developed about one-third of the total horsepower 
obtained from the steam at 160 pounds pressure, agreeing 
closely with calculations. 

In the year 1902 the combination of reciprocating engines 


* Read before the Institution of Naval Architects, April 9, 1908. 


about 13 knots, steam was admitted to the two reciprocating 
engines, and expanded down to about atmospheric pressure; 
it then passed through the high-pressure, and thence through 
the low-pressure turbines to the condenser. This combination 
gave excellent results at these cruising speeds. For speeds 
above 13 knots, however, the reciprocating engines had to be 
cut out and steam admitted to the turbines alone. With the 
advance of naval efficiency, the cruising speeds of war vessels 


Vacuum. 
30° 28 24 22 20° 


a a a mG Bo 
oan | || i me |r| ene || || 


Lys. STEAM PER K.W. Hour. 


aso sn 
eee ee hie 


Lgs. PRESSURE ABSOLUTE. 


FIG, 38.—EFFECT OF VACUUM ON STEAM CONSUMPTION OF 1,000-KILOWATT 
TURBO-GENERATOR. 


have been increased, and in vessels subsequent to the Velox 
additional high-pressure turbines have been fitted, an arrange- 
ment which permits of good economy over a wide range of 
cruising speeds. 

It may be said that perhaps the most important field for the 
combined system of machinery as applied to marine propulsion 
is for those installations where the designed full speed of the 
vessel falls below the range suitable for an all-turbine ar- 
rangement, the reciprocating engine working in the region of 
pressure-drop where the conditions are best suited for it, and 
the turbine utilizing that portion of the expansion diagram 
which the reciprocating engine is not able to utilize efficiently. 
It is generally well known that an all-turbine arrangement has 
not been advocated by us for ships where the designed speed 
falls below 15 or 16 knots, excepting in some special cases, 
such as yachts; and for vessels of moderate or slow speed the 
combination system of machinery appears to be eminently 
suitable 


342 


In a good quadruple reciprocating engine, the steam is ex- 
panded down to the pressure of release, about 10 pounds abso- 
lute, and gains in economy as the vacuum is increased up to 
about 25 or 26 inches, whereas, in a turbine, it is possible to 
deal economically with very low-pressure steam, and to ex- 
pand this low-pressure steam to a low absolute pressure cor- 
responding to the highest vacuum obtainable in turbine practice. 

Figs. 2 and 3 show the effect of vacuum upon steam con- 
sumption as the result of tests carried out on a reciprocating 
engine and steam turbine, respectively, from which it will be 
noted that, while the curve for the reciprocating engine gives 


i 


International Marine Engineering 


Avucust, 1908. 


of between 8 pounds and 16 pounds absolute, or even at a 
slightly higher pressure, if necessary, to meet the conditions 
required. Erom an estimate of the theoretical efficiency under 
the various conditions of pressure as set forth in the follow- 
ing table, it would appear, apart from any practical considera- 
tions, that there is nothing to choose between an initial pres- 
sure at the turbine of 7 pounds and 15 pounds absolute, any 
pressure within this limit appearing to give a most economical 
result. The assumption is for 200 pounds absolute steam pres- 


sure at the reciprocating engine, and 28 inches vacuum at the 
condenser : 


FIG. 4.—ARRANGEMENT OF COMBINATION OF TRIPLE-EXPANSION ENGINE WITH TWO LOW-PRESSURE TURBINES IN SERIES. 


the minimum consumption at between 25 and 26-inch vacuum, 
the curve for the turbine continues to fall as the vacuum in- 
creases. 

- In a certain quadruple expansion reciprocating engine ex- 
hausting to condenser direct, the maximum energy realizable, 
from 200 pounds to 26 degrees vacuum, with point of release at 
10 pounds, is 256 British thermal units. The additional area 
which the reciprocating engine cannot efficiently utilize, but 
which can be used in a turbine, is 73 British thermal units. In 
the combination of triple expansion reciprocating engine ex- 
hausting to turbine and thence to condenser, the maximum 
energy realizable in the engine from 200 pounds to 8 pounds 
absolute, with point of release at 13 pounds, is 219 British 
thermal units. The energy available for the turbine, from 7 
pounds to 28-inch vacuum, receiving wet steam from the 
reciprocating engine, is 100 units. The total energy of the 
combination is 319 British thermal units. Theoretically, the 
total energy of combination is 24% percent greater than that 


| THEORETICAL B. T. U. PER PounpD oF STEAM. 
Initial Reciprocating 
Pressure, Engine, Back 
Turbine. Pressure. Engine. Turbine. Total. 
15 16 °178 142 320 
124 134 189 131 320 
7 8 218 100 318 


In the case of a vessel which runs on service continually at 
or about her designed full speed, an initial pressure of about 
7 pounds absolute at the turbine appears most suitable. In a 
vessel. which does part of her running at the designed power, 
and part at a considerably reduced power, it is desirable to 
design the turbines so that the initial pressure would not fall 
below 7 pounds absolute when running under the lower con- 
ditions of power. 

It might be of interest at this stage to consider the dis- 
position of the turbines in combination with reciprocating 


RECIP? ENGINE 


He) 


EXHAUST TO CONDENSER 


SECTION THROAA. 
i<| LOOKING AFT.) 


FIG. 5.—ARRANGEMENT OF COMBINATION OF ENGINE WITH ONE LOW-PRESSURE TURBINE, 


of the quadruple engine. It is estimated that a large portion 
of this additional energy can be realized by the combined 
system in the shape of increased power to drive the vessel, 
or, on the other hand, increased economy. The theoretical 
figures are computed on the basis of adiabatic expansion 
throughout. 

In a combination system, the most suitable initial pressure 
for the turbine, or the dividing line between the reciprocating 
engine and the turbine, will greatly depend upon the conditions 
of service of the particular vessel taken. The reciprocating 
engine, or engines, could be designed to exhaust at a pressure 


engines on board ship. The arrangement of the turbine, or 
turbines, depends greatly upon whether the vessel is to be 
fitted with single or twin-screw reciprocating engines. With 
a single reciprocating engine, one turbine, two turbines in. 
“series,’ or two turbines in “parallel” could be fitted, each 
turbine driving a Separate shaft, in addition to the reciprocator 
shaft. With twin-Screw reciprocating engines, an arrangement 
of one turbine in the center of the vessel, two turbines in 
“parallel,” or two turbines in “series,” could be adopted. The 
arrangement which seems to commend itself generally to ship- 
owners and builders, where twin-screw reciprocating engines 


Aucust, 1908. International Marine Engineering 343 


are fitted, is the arrangement with the turbine on the center 
shait. 

In r901 and the two or three following years, alternative 
schemes were prepared from time to time. Fig. 4 shows an 
arrangement which was prepared in 1901 of a single recipro- 
Catt engine in combination with two low-pressure turbines 
in “series.’ The indicated horsepower of this proposal was 
1,500, speed 11%4 knots, and loaded displacement 5,300 tons. 
Fig. 5 shows another arrangement of one reciprocating engine, 
and a turbine on one side of the vessel. The indicated horse- 


estimated, amount of saving in consumption, so that the total 
indicated horsepower of the combination did not exceed that 
required with twin quadruple engines. This would consider- 
ably reduce the total weight of machinery, and also the bunker 
capacity for a given distance. This saving in the weight of 
the machinery and in the bunkers would enable the vessel to 
carry an equivalent addition in deadweight cargo. Then, again, 
if we take the indicated horsepower at 8,300 for the combina- 
tion, and assume that quadruple engines and boilers were re- 
quired to give an equivalent power, the extra total weight of 


Tice 
ee enon 


ye 28 Oo 
mL ue 4 a 

mATOR ean ULATIR oes 

: 


ELEC TAN Acer 
cori 
ELECTRIC LieeT 
treine = aT 
Sy arn 


HIG. 6.—GENERAL ARRANGEMENT OF TWIN-SCREW QUé# 


power of this vessel was 1,200 total, and the speed 10 knots. 

The turbines in each proposal were designed for about 25 
percent of the power, and the reciprocating engines for the 
remainder, the turbines taking the steam from the reciprocating 
engines at 7 pounds absolute pressure. It was estimated that 
the combination, as applied to cargo vessels, would be about 
15 to 20 percent more economical than the ordinary triple 
expansion engine usually fitted to this class of vessel. 

Owing to the rapid development of the turbine industry for 
high-speed work, and the attention which was, in consequence, 
paid to this branch of the business generally, the development 
of the combination system fell more into the background than 
its merits and the: wide scope of its application would seem 
to have deserved. About two years ago, at the suggestion of 
Sir William White, designs were prepared of a combination 
system as applied to the intermediate type of liner of moder- 
ately large power and speed, and since that time numerous 
designs have been prepared for various types of vessels of 
speeds ranging from 13 to 16 knots. 

By the courtesy of Swan, Hunter & Wigham Richardson, 
who, for a considerable period, have taken much interest in 


REFRIGERATOR B ENGINE 


row PUMP 7 
= BALLAST PUMP AUK! CONDENSER i 


ADRUPLE-EXPANSION ENGINES OF 7,300 HORSEPOWER. 


| A. 133, G: 
| | Ls 

Cylinders of reciprocating engines} 25, 363, 514, 75 27, 42, 66 26, 39, 46, 46 
Stroke of pistons. . : 5 _ 48 42 
Reyolutions of ‘reciprocating| 

engines see 84 85 100 
Piston speed of reciprocating 

eCNLINES ys ereteeiee 770 680 700 
Boiler pressure on 213 pounds 213 pounds 213 pounds 
Estimated pressure ‘at highpressure 

receiver. 200 pounds 200 pounds 200 pounds 
Tnitial pressure, absolute, turbines] ...... 7 pounds 7 pounds 
Vacuum at condenser. . or : 26 inches 28 inches 28 inches 
Steam consumption, per hour, 

main engines only............. 95,000 pounds | 95,000 pounds | 95,000 pounds, 
Indicated horsepower, reciprocat- 

ing engines. . ieee den 7,300 6,300 6,300) 
Estimated equiv: alent indicated < 

horsepower of turbines........ straits 2,000 2,000: 
Total indicated horsepower...... 7,300 8,300 8,300 
Percent increase in power....... Spe 13.7 13.7 
Estimated speed of ship.........| 15.5 knots 16.2 knots 16.2 knots: 
Steam consumption, per total 

indicated horsepower per hour, 

main engines. . : 13 pounds 11.45 pounds | 11.45 pounds. 
Steaming weight ‘of. engines ‘and 

boilers (reciprocating engines). . neni 1,430 tons 1,455 tons 
Weight of turbine installation... . Beas 65 tons 70 tons 
Total steaming weight.......... 1,560 tons 1,495 tons 1,525 tons 
Pounds per total horsepower... .. 479 403 412 
Revolutions of turbines.......... bisa 480 320 


FUME 
ELECTRIC LGW 
ENGINE 


cna 
Fen] 


JECECTRIC LIGHT. 
ENGINE 


: 
2S =e -D in 


AUXt CONDENSER 


* o 


FIG. 
this combination of machinery, the figures in the second table 
are given of the comparative sizes of engines, power, etc., of 
the “combination” as compared with twin-quadruple engines, 
for a proposed steamer of 490 feet in length, 13,600 tons dis- 
placement, 7,200 indicated horsepower, and 1514 knots speed. 

In the combination proposals set forth in columns B and C 
in the table, it may be mentioned that in this particular inquiry 
the shipowners wished to have the advantage of the additional 
power and increase in speed of the vessel on the same coal 
consumption as for the twin-quadruple engines. In some 
instances an increase in speed might not be desired, in which 
case the boilers and engines could be reduced in size by the 


LOOKING AFT 


(.—ARRANGEMENT OF COMBINATION OF TWIN-SCREW ENGINES AND TWO LOW-PRESSURE TURBINES IN PARALLEL; 8,300 HORSEPOWER. 


machinery would be, roughly, 160 tons, in addition to an in- 
crease of about 12 percent in coal consumption for the same 
power. 6 

Fig. 6 shows an arrangement of twin-quadruple engines cor- 
responding to particulars given in column A (twin-quadruple 
expansion reciprocating engines) of the table. Fig. 7 shows 
an arrangement of twin triple expansion engines, working in 
conjunction with two low-pressure turbines, as set forth in 
column B (twin three-cylinder triple expansion engines, with 
two low-pressure turbines in parallel), the reciprocating engine 
on each side exhausting into a turbine. By this arrangement 
an independent set of engines is obtained on each side of the 


344 


vessel. Fig. 8 shows an arrangement of four-crank triple 
expansion engines and one low-pressure turbine, as set forth 
in column C (twin four-cylinder triple expansion engines with 
one low-pressure turbine). 

In arrangements shown in Figs. 7 and 8, for maneuvering in 
and out of port, suitable arrangements are made for changing 
the flow of steam of the low-pressure cylinder exhaust of the 
reciprocating engine from the turbine to the condenser. This 


can be done in two or three ways. One method is to have an 


ordinary change valve of the piston type, or ordinary double- 
beat spring loaded valve actuated by links, connected to the 
weigh shaft of the main engine, which would automatically 
change the flow of steam to the condenser when the engine 
was reversed. With this arrangement, when going ahead on 
one side of the ship,’*the steam from the reciprocating engine 
would flow through the turbine; but there does not appear to 


International Marine Engineering 


AuGuSsT, 1908. 


watts, and representing a total brake horsepower of about 
17,000. In most cases the exhaust steam is supplied to the low- 
pressure turbine at 15 pounds absolute pressure, and a vacuum 
of 28 inches, and under such conditions about an equal 
amount of power can be obtained from the turbine as from the 
non-condensing reciprocating engine; thereby doubling the 
power of the plant without any further consumption of fuel. 
From several tests made with these exhaust turbines on land, 
a consumption of about 34 pounds per kilowatt-hour can be 
obtained in a 500-kilowatt machine, with an initial pressure of 
15 or 10 pounds absolute, to 28-inch vacuum. 

In regard to marine installations, the combination is being 
fitted to a large vessel at present under construction at the 
works of Harland & Wolff, for the Montreal trade of the 
Dominion Line. The arrangement of machinery in this vessel 
is substantiaily as described in column C of the table previously 


EFRIGERATOR AIR 


Bee 
ronrs 


ae 
6 5 = Gp 


a 
Pumps! i 


Tay 


It 
IY Up 
(a) = 


FIG. 8.—ARRANGEMENT OF TWIN-SCREW ENGINES AND ONE LOW-PRESSURE TURBINE; TOTAL HORSEPOWER, 8,300. 


be any objection to this, even if we consider the twin-screw 
reciprocating arrangement with a single turbine on the center 
shaft. It might be rather an advantage, than otherwise, to 
allow the steam from the engine going ahead to pass through 
the turbine, as the center propeller revolving would accelerate 
the feed of water on the rudder, and augment the turning 
power of the vessel. Figs. 9 and 10 show such arrangements. 

Another method would be to work these valves independently 
of the main engines, actuated by a hydraulic engine, or by an 


FIG. 9.—ARRANGEMENT OF PISTON TYPE CHANGE VALVES BETWEEN RECI- 
PROCATING ENGINE, TURBINE AND CONDENSER, IN COMBINATION 
SYSTEM WORKED FROM MAIN ENGINE. 


ordinary steam-driven reversing engine. With this arrange- 
ment the low-pressure turbine would be cut out altogether, 
and the reciprocating engine would exhaust to the condenser, 
whether going ahead or astern during maneuvering. 

Enough has perhaps been said as to the general arrangement 
and estimated economy obtainable in the combined system, 


and now it may be of interest to refer to the general applica- 


tion of the system. 

The development of the combination is already rapidly taking 
place on land, where the exhaust steam from non-condensing 
engines, especially the winding engines of collieries, and rolling 
and mill engines, is being utilized in low-pressure condensing 
turbines. There are, at the present time, some twenty-four of 
these installations of the Parsons type delivered, working 
and under construction, ranging from 125 to 1,250 kilo- 


referred to, viz.: twin four-crank triple expansion engines, 
exhausting into one low-pressure turbine driving the center 
shaft. 

William Denny & Brothers are also at present building a 
vessel for the New Zealand Shipping Company, which is 
being fitted with the combination system of twin triple expan- 
sion engines and one low-pressure turbine. This vessel is an 
exact repeat of two other vessels which Messrs. Denny have 
built for the same owners, except as regards type of engines. 

In addition to the above, the Turbinia Works, in conjunc- 
tion with Alexander Stephen & Sons, of Glasgow, are fitting 
the combination system to the yacht Emerald. In this vessel, 
which was one of the first to be fitted with an all-turbine 
arrangement, it is intended to make some modifications to the 


FIG. 10.—ARRANGEMENT OF DOUBLE BEAT CHANGE VALVES BETWEEN RECI- 
PROCATING ENGINE, TURBINE AND CONDENSER, IN COM- 
BINATION SYSTEM WORKED FROM MAIN ENGINE, 


existing arrangement of machinery by introducing a recipro- 
cating engine on the center shaft in lieu of the high-pressure 
turbine at present in the vessel. This engine will be of the 
high-speed inclosed self-lubricating type, and is now being 
constructed by J. S. White & Company, Cowes. It is designed 
to exhaust into the two low-pressure turbines at about 15 
pounds absolute pressure, the cylinders of the engine being 
12%, 19 and 30 inches in diameter, with a stroke of 18 inches, 
and revolutions about 350 per minute. It is expected that this 
vessel will be ready for trials in about four months’ time. 


Avcust, 1908. 


International Marine Engineering 345 


THE PIECES ARE GLUED TOGETHER AND EDGES ROUGHLY REMOVED BY A 
HATCHET. THE HUB IS INTEGRAL WITH THE BLADES. 


THE LAYING OUT OF PROPELLER WHEELS. 


BY -CHARLES S. LINCH. 
PATTERN MAKING. 

We will now describe briefly the method of building up the 
pattern. The description, with the accompanying photographs, 
will make the subject clear, but to enter into every detail 
would far exceed the limits of these columns. We will take 
for illustration the propeller shown in Fig. 7. This wheel is 
10 feet 6 inches diameter; 14 feet pitch; four blades. 

The patternmaker first lays off on a large board to full size 
the view looking down on the wheel, as shown, and proceeds 
to lay down the sections of blades at their proper angle. This 
view is then divided up into a number of sections to suit the 
thickness of lumber, which is purely arbitrary. In this case 
the sections are 2% inches thick. Having fixed on this detail, 
we proceed to get out a template, as shown in Fig. 8. On this 
template we set off points corresponding to the divisions, as 


THIS GIVES A CLEAR INSIGHT INTO THE MANNER OF BUILDING UP THE SECTIONS. THE DRIVING FACE IS FINISHED, BUT THE 
BACK AS YET UNTOUCHED. THE BATTEN IS SPRUNG IN ON THE FACE, 


236" thick 


FIG. 8. 


DRESSING DOWN FILLET CONNECTING BLADE AND HUB. 


shown on Fig. 7. Through these points arcs are struck, as 
shown. It will be observed that the section of hub enters every 
piece that goes into the pattern, and hence forms an integral 
part of same, which is superior to doweling, gluing or nailing 
it in place. The number of pieces in this blade, as will be seen 
by the photographs, is eleven. Each piece is cut from the 


340 International Marine Engineering Avcust, 1908. 


ist Wheel 

#\ as Built 
As Built) 
in Future 


I FIG. 7.—THE DEVELOPMENT OF A PROPELLER WHEEL OF 10 FEET 6 INCHES 
! DIAMETER AND 14 FEET PITCH. 


P On each are are driven hardwood pins, % inch larger than 


/ the thickness of blade at respective sections. This enables the 

y patternmaker to chop off the corners and rough out the face 

=e and back, after which it is dressed down to finished dimen- 

template shown. After the pieces are cut out they are glued sions. In photographs are shown the edges being reduced, and 
up, as shown in the photograph. Now, on each of these arcs, the driving face worked to finished dimensions. This is 
as the pieces are in position, we have the cylinder intersecting finished before the back of the blade is touched. We now see 
the screw surface. that the intersections of these cylinders are helices. Further, 


THE BLADE STANDING ON THE HUB, WITH BATTENS SPRUNG IN DEFINING BLADE EDGES. THE DIMENSIONS FOR CHECKING SHAPE OF BLADE ARE 
TAKEN BETWEEN THESE. THE TWO VIEWS AT RIGHT ARE OF THE COMPLETED PATTERN OF ONE BLADE. 


AvucGustT, 1908. 


International Marine Engineering 


347 


Loas-a rawn>| 
, changed to 6 


u 


OIL LLL | Ie 
ae Ye THLE Wp | ‘gi 
LAWL ULL A LULL es eG 
— u" 1 " ~~ <| ~ 
2”), i Se ah a 
4 y nX\ aa 

/ OT 
LE Md de ce 

7 


VLMa La 


FIG. 9.—THE DEVELOPMENT OF A PROPELLER WHEEL OF 7144 FEET DIAMESER AND 104% FEET PITCH. 


we see that the length of blade is small compared with the 
pitch. We also note that these curves are elliptic arcs. This 
can be proved by drawing these arcs full size and laying them 
down on the pattern, showing coincidence throughout. After 
the face has been finished, the back is next worked down, after 


which the hub is brought down to dimensions. In this method 
of building the pattern we observe that the fillets are formed 
in the piece, which again is superior to fitting the fillets after 
the hub and blade are finished. 

As noted, after the face and back have been brought to the 


FIG. 10.—LAYOUT OF THE PROPELLER OF PEARY’S ARCTIC EXPLORATION SHIP ROOSEVELT. 


348 


International Marine Engineering 


Avucust, 1908. 


finished dimensions, the dimensions, as shown in Fig. 7, and 
marked 7, 2, 3, 4, etc. are laid off. A batten is then sprung 
through these points, and the contour worked out. In this 
wheel, the writer laid down a full-size template of the blade, 
with shrinkage rule, and laid this on the pattern, with the 
result that it coincided throughout. The template was cut 
to the first radius to avoid the fillet. Accurate dimensions of 
the arcs, as ellipses were made and proved with the pattern, 
gave the same result. The propeller in Fig. 1 was treated in 
the same way. The dimensions from the drawing and the pat- 
tern were inserted in a table for each wheel, and the dimen- 
sions taken from the casting appended, with other data for 
Fig. 1, and showed uniformity. The pitch of the propeller 
represented by Fig. 1 was to be 12 feet 4 inches; it was 12 feet 
3 inches as cast. 

In determining the mean pitch it is not sufficient that three 
or four dimensions be read and a mean obtained. This should 
be computed at the radii marked on the drawing at various 
sections; in this case, first 15 inches, second 27 inches, ete. 
Then square each radius and multiply by the corresponding 
breadth and pitch as measured; divide the summation by the 
summation of products of breadth by squared radii; the result 
will be the mean pitch. It may seem that more refinement 
enters than is necessary. I can only say that too much re- 
finement cannot be entered into in designing a wheel, or in 
obtaining correct information relative to the wheel, from the 
drawing board to the finished casting. If we ignore this point, 
of what use are the data inserted on the drawing? 

Fig. 9 is a drawing of a built-up propeller for a twin screw 
steamer. The photographs show the various steps more clearly 
than they could be described. 


Plan of Lower Arm 


horizontal, and is 8 feet 814 inches above the base line. 


“134 Rivets 


A FEW CONSTRUCTIVE DETAILS. 

One view is given of the after strut for the propeller shaft 
of the Califormia. Another view of this strut will be found in 
connection with the view of the rudder. The strut is of oval 
section and of cast steel, the weight of each being 32,470 
pounds and the dimensions 33 by 9 inches. The center of 
the shaft in this strut is 9 feet 9 9/32 inches above the molded 
base line of the ship, and is 13 feet 1 23/32 inches out from 
the center line of the ship. The forward struts are also of 
cast steel, and weigh 18,830 pounds each, with dimensions of 
20 by 6 inches. The single casting weighs 11,640 pounds, this 
not including the taper pieces forward and aft of the strut, or 
the bearing metal within the boss. The center line of the shaft 
at the center of the strut is 12feet 77ginches out from the cen- 
ter line of the ship and 9 feet 6 1/32 inches up from the base 
line of the ship. The center of the lower arm of the strut is 
The 
boss is 3 feet long. 

Each shaft is tilted forward and down at an angle of 43 
minutes 38 seconds, which makes a gradient of 0.1524 inch 
per foot. The shafts are likewise tilted forward and inward 
at an angle of 1 degree 18 minutes and 36 seconds, or a 
gradient of ©.274-+ inch per foot. The center lines of the 
shafts meet at a point 97 feet 6 inches forward of the forward 
perpendicular of the ship, and 29.72 inches above the molded 
base line. Each propeller on this ship has a diameter of 18 
feet, a pitch of 21 feet 6 inches, and a weight of 34,743 pounds. 
The material is manganese bronze. The pitch ratio is 1.194. 


The after strut on the cruiser Milwaukee is shown in one 
view in connection with the rudder, and also in another sepa- 
rate view. 


This strut is similar to that of the California, 


@,L-of-Sh*~ 


DETAILS OF AFTER PROPELLER STRUTS OF THE UNITED STATES SEMI-ARMORED CRUISER MILWAUKEE, 


Aveust, 1908. 


International Marine Engineering 


349 


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For'd, End 


11¢' Rivets 


Aft. End 
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DETAILS OF THE FORWARD PROPELLER STRUTS OF THE UNITED STATES ARMORED CRUISER CALIFORNIA. 


each of the after struts being of 31,140 pounds, oval in sec- 
tion, 33 by Io inches, and of cast steel. The center of the 
shaft in the strut is 8 feet 4 1/32. inches above the molded 
base line of the ship, and 11 feet 4 15/64 inches out from the 
center line. The boss has a length of q feet. 

The inclination of the shaft is a little greater than in the 
California, the forward and downward inclination being at an 
angle of 45 minutes 4 seconds, or 0.1573 inch per foot, while 


the forward and inward inclination is at an angle of I degree 
28 minutes 44 seconds, or 0.3097 inch per foot. The center 
lines of the shaft prolonged would meet 38 feet 8 inches for- 
ward of the forward perpendicular of the ship, and 30.83 
inches above the molded base line. The two propellers are 
of manganese bronze, weighing 20,583 pounds each. The 
pitch ratio is 1.132, the diameter being 17 feet and the pitch 
19 feet 3 inches. Each propeller is located 4 feet 11% inches 


Ve 


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Section through C.L. of Shaft 


DETAILS OF THE AFTER PROPELLER STRUTS OF THE UNITED STATES ARMORED CRUISER CALIFORNIA. 


350 


aft of the center line of the after strut. The speed is 22.2 
knots. 

In the case of the Mexican and Columbian, the center line 
of the arm does not intersect the center line of the shaft, there 
being an offset, as shown on the drawing, of 15 inches. The 
center lines of the arms of the struts on the Califorma pro- 
longed meet in a point considerably offset from the center 
line of the shaft, as shown in the drawings. The struts of the 
Milwaukee and Ohio, however, have arms whose center lines 
prolonged meet the center line of the shaft. In the Tacoma 
again, the arms are offset, their center lines meeting outside 
the center line of the shaft. 


SPEED TRIALS AND SERVICE PERFORMANCE OF 
THE CUNARD TURBINE STEAMER LUSITANIA.* 


BY THOMAS BELL. 


The following hourly abstract on one of the watches on the 
Lusitania brings home to one’s mind the loss in steam and 
speed caused by cleaning fires, especially when the coal is small. 
It can be easily calculated from this what an appreciable in- 
crease in the ship’s mean speed could be obtained from this 
cause alone, if the price and supply would admit of the use 
of some system of oil-fuel burning:: 


International Marine Engineering 


Corresponding 
Speed of Ship. 


Mean 
Reyolutions. 


IME NOtesoogend andoop ed seatndaoos 178 about 24. ee 15 
Secondthoursara- cio e eer chert 181 about 24.3 knots{~~" 
AUsiiel Wseihies Goons oo bade 565050000008 186 about 25.0 knots\95 95 
Ion, WL soocosapugcaooosoeanac 187 about 25.1 knots/“?° 


IMeantiorswatch=peen een eneennee en 183 about 24.6 knots 


Regarding the observations from readings taken in the 
engine room on the official trials generally, it may be stated 
that on the measured miles the revolutions were obtained 
from electric records in connection with the pallograph appa- 
ratus, but on the lengthened trials they were taken from half- 
hourly readings of the engine-room counters. The vacuum 
recorded is that of the vapor in the main exhaust orifice form- 
ing the top of the condensers, and as measured by a siphon 
mercury gage, the readings of which throughout are corrected 
to correspond to a 30-inch barometer. The total quantity of 
feed water is obtained from hourly counter readings of the 
double strokes of the Weir’s feed pumps, the average length 
of stroke and the slip or leakage of each pump being deter- 
mined, both before and after the trials, by careful tests. 

The consumption of steam of the auxiliary machinery is ob- 
tained by noting the amount by which the temperature of the 
total feed water was raised in the feed heaters, and to the 
amount thus found must be added the steam used in the turbo- 
generators, the exhaust from which was led direct to the 
auxiliary condensers on-the official trials. As before stated, 
in actual service these turbo-generators exhaust into the contact 
heaters, and thus raise the feed temperature to about 200 
These connections had to be slightly altered at the 
time of the trials, and, unfortunately, therefore, advantage 
could not then be taken of this additional source of economy. 

The torque horsepower was obtained by the Denny-Johnson 
apparatus, and the records show that, while a propulsive eff- 
ciency of the whole installation was obtained which accorded 
with the original estimate, the steam consumption of the tur- 
bines themselves was very satisfactory. It need hardly be 
pointed out that those two, viz.:-propulsive efficiency and steam 
consumption per unit of power, forman excellent check on each 
other, for whatever would unduly favor one would be at the 
expense of the other. 

The Lusitania was floated out of drydock at Liverpool on 
July 22, 1907, and was thereafter coaled by the Cunard Com- 


* Read before Institution of Naval Architects, April 9, 1908. 


degrees. 


AvuGustT, 1908. 


pany, the bunkers for the forward and after boiler rooms 
being filled with South Wales coal, and those of the two 
middle boiler rooms with Yorkshire coal. 

On her return to the Clyde, on the morning of July 27, a 
series of progressive runs was made on the Skelmorlie meas- 
ured mile, as recorded on Table I., with the ship at a mean 
draft of 32 feet 9 inches, corresponding with a displacement of 


TABLE TI. 
| . 
| PRESSURES. Vacu- 
|e |} UN AE Slip 
Time. | 30 In. | Revs. | Speed | Shaft Qi. 
H.P. IU I2 Barom-| per in Horse-| Pro- 
| Recr. Recr. eter. |Minute.| Knots. | power. | pellers. 
|Pounds.| Pounds. 
First double run.. | 157 5+ pounds} 28.” 194.3 | 25.62 | 76,000 | 17.2% 
Second double run.| 135 24 pounds} 27.9” | 186.0} 25.0 | 65,500 | 15.5% 
Third double rune | 110 % pound | 28.1” | 174.2} 23.7 | 51,300 | 14.5% 
Fourth double run.} 90 34” Vac. | 28.1” | 161.5 | 22.02 | 40/500 | 14.3% 
Fifth double.run...| 70 64” Vac. | 28.” 147.6 | 20.4 | 29,500 | 13.1% 
Sixth double run...! 50 |103” Vac. | 28.” 131.1 | 18.0 | 20;500 | 13.7% 
Seventh double run| 385 |145” Vac. | 28.1” | 116.1 | 15.77 | 13 400 | 14.6% 


37,080 tons. These results are also given in graphical form 
in the diagram on Fig. 5, which gives curves of shaft horse- 
power, revolutions and slip on a common speed base. Two 
other most interesting curves have been added, one showing 
the effective horsepower determined by means of tank experi- 
ments, and the other showing the propulsive efficiency. It was. 
intended to repeat this trial at the termination of the official 
trials, at a mean draft of about 30 feet. Unfortunately, how- 
ever, thick weather on the morning of Aug. 2 prevented this. 
being carried out, but the dotted curve on Fig. 5 indicates with 
sufficient accuracy what might have been expected. 

On the evening of the 27th the Lusitania proceeded on a 
pleasure cruise around Ireland, during which consumption 
trials at 18, 21 and 23 knots were carried out, and, after landing 
the guests in the forenoon of the 29th, the vessel returned to 
the Clyde, making a consumption trial at 1534 knots en route, 
the results of these trials being given in the first four columns 
of Table V. After checking the draft of ship, etc. the 48 
hours’ full speed continuous trial was commenced at mid- 
night. This trial consisted of two double runs on a course of. 
304 nautical miles between Corsewall Point and the Long- 
ships, and the results obtained are recorded on Table IJ. and 
the last-column of Table V. The mean draft at starting was. 
32 feet 7 inches, and at the finish about 30 feet 8 inches, the 
mean for the run having been 31 feet 7% inches, corresponding: 
with a displacement of 35,600 tons. 


TABLE II. 
PRESSURES. Vacu- 
: um at Slip 
Time. 30 In. | Revs. | Speed | Shaft of 
Jelde, 1b}? Barom-| per in Horse- | Pro- 
Recr. Recr eter. |Minute.| Knots. | power. | pellers. 
Pounds.| Pounds 
Hirstecuneeeeeeeree 146 24 27.9” | 188.8 | 26.35 | 70,400 
Second TUDE eer: 145 24 Sha 187.4 | 24.3 | 68,200 
Wail TIN ooo coce 146 24 27.9” | 187.5 | 26.3 | 68,700 
Bourth run®--). 148 24 27.8” | 187.9 | 24.6 | 68,100 
Mean of means..| 146 2h 27.9” | 187.9 | 25.4 | 68,850 15% 


The coal consumed in the 50 hours during which the engines 
were running at full speed was found by measurement of 
bunkers to be about 2,200 tons. This represents an evapora- 
tion of 10.1 pounds of water per pound of coal from 165 de- 
grees temperature of feed, or 11.1 pounds from and at 212 
degrees, and a consumption of coal for all purposes of 1.43 
pounds per shaft horsepower per hour, with a rate of com- 
bustion of coal of 24.3 pounds per square foot of grate surface 
per hour. The number of stokers on watch was the same as in 
actual Atlantic service, and the air pressure in the ashpits did 
not exceed 34 inch of water column. The port evaporators 
were used for 10 hours of the trial; but, as the vapor from 


Avucust, 1908. 


these was condensed in the port auxiliary condenser to which 
the exhaust from one set of the turbo-generators was led, they 
were discontinued, and the make-up feed obtained from the 
reserve tanks for the remainder of the time. 

The third trial, recorded on Table III., which was com- 
menced in the forenoon of Aug. 1, consisted of one full-power 
double run between Corsewall Point and the Chicken Rock, 
a distance of 59 nautical miles each way, but comparison with 
the dotted curve on Fig. 5 shows that the tide conditions 


TABLE III. 
| 
PRESSURES. Vacu- P 
um at Slip 
Time. 30 In. | Revs. | Speed | Shaft of 
Jel, ILA, Barom-| per in Horse-| Pro- 
Recr. Recr. eter. | Minute.) Knots. | power. | pellers. 
Pounds.) Pounds. 
IM! TUM co5c0g000 152 23 28” ION |) Zao | VAUD |) condos 
Second) run... 4...) 152 23 28” MS |) BB. | ERSWD |) cosocd 
IMIR Mo o5cn000000 152 23 28” | 191.5 | 26.46 | 72,400 | 13.2% 


during this trial give altogether too favorable a speed result. 
The mean draft was 30 feet 4% inches, corresponding with a 
displacement of 34,160 tons. The vessel was then headed for 
Ailsa Craig, and carried out the specified six full-power runs 
between Ailsa Craig and the Holy Isle (off Arran). These 
latter, recorded on Table IV., which were run at a mean draft 
of about 30 feet 2 inches, corresponding with a displacement 
of 33,770 tons, give a very reliable record of power and speed 
at this draft, when compared with the 25.62 knots obtained on 
the measured mile at 32-feet 9-inch draft. On the following 
day weather conditions precluded any further trials, and the 
reversing trial and the steering and circle-turning trials were 
accordingly carried out on the vessel’s passage to Liverpool on 
Aug. 26. 

In a fast passenger liner such as the Lusitania, it is of the 
utmost importance that the maneuvering capabilities should 
leave nothing to be desired, and to demonstrate the possibili- 
ties of the ship in this respect, various trials were made, the 
most important being the following: 

Stopping Trial—tThe ship was run on the Skelmorlie meas- 
ured mile at a speed of 22.8 knots, the average revolutions of 
the propellers being 166 per minute. On entering the mile, the 
engine-room telegraphs were rung to “full speed astern”; the 
ship was brought to rest in 3 minutes 55 seconds, the distance 
run being about three-quarters of a mile, or about six times 
the length of the ship. During this trial the boilers in the three 


TABLE IV. 
PRESSURES. Vacu- 
um at Slip 
Time. 30 In. | Revs. | Speed | Shaft of 
H.P. IU, 3, Barom-| per | in Horse-| Pro- 
Recr. Recr. eter. |Minute. Knots. | power. | pellers 
Pounds.| Pounds. * i 
IME TENG GoooD ool] Wasil 23 28” IOS, B5.C2 |) 'P24S00 |] Gocco 
Secondiiruntseer re snlpLoz 23 287 il BB89 || 7A || coosoc 
puhirdirineeeeeer ts mloo 3 28” IUD 7 ASR PANU |) oo 6 ond 
Fourth run........| 147 24 28” 191.0 | 26.16 |'72,100 | ...... 
IAIN TEM Goan oadl| lek) 24 28” 19052) | 25526) |'70;800) | 22222. 
Sixth run..........} 149 24 28” TOMB | PASS 1 ALEIOD | cocoa 
Mean of means..} 150 23 28” 191.2 | 25.77-| 71,910 | 15.38% 


after boiler rooms only were in use, and the initial pressure 
at the astern turbine was about 90 pounds per square inch. 
Circle Trials.—With the ship initially on a straight course, 
and the turbines running.at an average speed of 180 revolutions 
per minute, the steering wheel was put hard over in 17 
seconds. The tiller went over to 35 degrees in 20 seconds, and 
the vessel made a complete circle in 5 minutes 50 seconds, the 
average revolutions coming down at the completion of the 
circle to 70 percent of the rate at the commencement. The 
resulting circular path was approximately 1,000 yards, or four 
lengths of the ship, in diameter. This maneuver was made 


International Marine Engineering 


‘o 100 200 


MEAN REVOLUTIONS OF FOUR PROPELLERS ‘ 
ales Tausaem | Saree |Get] RT| 
‘g0e Bqo0G 


sqoookt 79000 
2s ee ed ee Rae foe 


10000 20,000 


& 


§ 
= 
a 


v2 
oO SNO 


FIG. 5.—PROGRESSIVE TRIAL, JULY 27, 1907, OFF SKELMORLIE. 


both under starboard and port helm with very closely con- 
firmatory results. 

Going astern with the inner propellers running at a uniform 
rate of 136 revolutions per minute and under full helm, resulted 
in half circles being made in an average time of 6 minutes 
45 seconds. 

As important factors contributing to these very satisfactory 
results, it may be remarked that, following on the suggestion 
of Sir Philip Watts, the deadwood aft is cut away in a fashion 
similar to that in recent warships. The inner propellers are 
fairly close together, and as the rudder is of large dimensions 
in the fore and aft direction, the race from these propellers 
impinges fully upon it when any helm is used. The vessel, 
consequently, is very similarly circumstanced to a single screw . 
ship, or a triple screw ship with all three propellers in action, 
and gets steerage way without any perceptible headway, and 
this feature was very noticeable during the steering trials. At 
first sight it would appear that the outer propellers should have 


TABLE V. 


Actual steam and coal consumption of main and auxiliary engines at various 
speeds under conditions prevailing on official trials, viz., turbo-generators exhausting 
to auxiliary condensers, other auxiliaries exhausting to heaters. 


Shaft horsepower. 20,500 
Speed in knots. . a6 2 2 
Temperature of feed water.. -| 200° 200° 199° 179° 165° 


Total consumption of auxiliaries in 
pounds per hour..... 71,000 | 76,400 96,700 | 116,500 
Total consumption of turbines in | 

pounds per hour.. -| 284,500 | 353,600 | 493,300 9 
Steam consumption of auxiliaries i in | 

pounds per turbine horsepower 


hour.. H.8) |) Bow 2.6 AVL ate Gh) 
Steam consumption ‘of turbines in | | p 

pounds per horsepower hour....| 21.28 17.24 | 14.91 13°92 | 12.77 
Total steam consumption in pounds | | 

per horsepower hour.. ae 26.53 20.96 | 17.51 15.93 14. 46 
Coal consumption in pounds per 

horsepower hour. . 5.0 2.52 2.01 LOSE elo OF elite 
Estimated coal consumption in tons | | 

on a voyage of 3,100 nautical | | 

miles, allowing 30 tons for | | 

galleys metceepretrltcit ier 2,980 | 3,190 3,670 4,520 5,390 


352 


TABLE VI. 

Estimated steam and coal consumption at various speeds, allowing for the addi- 
tional auxiliary steam consumption found requisite under actual service conditions 
for the washing water supply, etc., with a full complement of passengers, weather 
conditions being as on official trial. 


| | 

Shaft horsepower. PB Ee a AGt 13,400 | 20,500 os 000 | 48,000 | 68,850 
Speed in knots.. socal) US HU 18.0 | 1.0 23.0 25.4 
Temperature of feed water.. 200° 200° 9005 200° 200° 
Total consumption of auxiliaries i in| | 

pounds per hour. . hn 93,500 | 100,900 | 112,700 | 127,500 | 149,700 
Total consumption of turbines in 

pounds per hour. . 5 ..| 284,500 | 353,600 | 493,300 | 668,300 | 879,500 
Steam consumption of auxiliaries in 

pounds per turbine horsepower 

hour...... 6.97 4.92 3.41 2.65 2.17 
Steam consumption ‘of turbines in 

pounds per horsepower hour. . 21°23 17.24 14.91 13.92 12.77 
Total steam consumption in pounds 

per horsepower hour........... 28.2 22.16 18.32 16.57 14.94 
Coal consumption in pounds per 

horsepower hour. . ce 2.76 2.17 1.8 1.62 1.46 
Estimated coal consumption in tons 

on a voyage of 3,100 nautical 

miles, allowing 20 tons for 

FAUIESA, GiSooccscssc0nsc000000l| SLA 3,440 3,930 4,700 5,490 


International Marine Engineering 


been those utilized for maneuvering purposes, as the outer 
shafts have about three times the spread from the middle line 
that the inner shafts possess. For turning with propellers 
alone without the help of the rudder they would have been 
much the more effective, but they would not have possessed 


any such advantage as that alluded to above in respect to. 


obtaining steerage way without headway. 

Table VI. has been compiled for comparison with Table V., 
to show the additional consumption of steam for auxiliary pur- 
poses under actual working conditions at sea with the ship full 
of passengers. This shows very clearly the demand which 
modern improvements make on the steam, and hence coal con- 
sumption of a large passenger vessel. An additional line has 
been added to Tables V. and VI. to show total coal consump- 
tion on a voyage of 3,100 nautical miles at the various speeds 
and under the different conditions. 

With reference to the third voyage west, from Nov. 2 to 
Nov. 8 of last year, thanks to the courteous permission of the 
chairman of the Cunard Company, the leading particulars of 
the official engine-room log are summarized in Table VII. 
Regarding the mean draft of the vessel at sea, it may be re- 
marked that, after the second day out, certain of the forward 
tanks were gradually filled for the purpose of avoiding exces- 
sive trim, so that the mean draft on Nov. 5, 6 and 7 was ap- 
proximately 32 feet, or very little more than the mean of the 
first pair of runs from Corsewall Point to the Longships and 
back. The conditions, however, were otherwise very different, 
for, with the exception of the 12 hours of fine weather and 
smooth sea from noon till shortly after midnight on Nov. 6, 
it was throughout the average mid-Atlantic winter weather— 
namely, strong winds and resulting boisterous sea. Up till 
midnight on the 6th, 7. e., for 2,176 out of:a total of 2,781 
nautical miles, the mean speed works out at 24.65 knots; but, 
unfortunately, early on the 7th the wind freshened, gradually 
increasing to a furious southwest gale, which reached its 
height about 4 P. M., and reduced the average speed for the 
last 24 hours below 23 knots, and thus brought down the mean 


AvuGUuST, 1908. 


TABLE VIII. 
Length |Distance Total Mean 
Date—1907. of Run, Speed, | Distance) Total | Average 
Steam- | Nautical) Knots. |Steamed.| Time. | Speed. 
ing Day.| Miles. 
Hrs.Min Hrs.Min. 
Noon, November 3......| 0 52 21 24.24 21 0 52 24.24 
Noon, November 4......| 24 57 606 24.28 627 | 25 49 24.27 
Noon, November 5......| 25 2 616 24.6 1,243 | 50 51 24.44 
Noon, November 6...... 24 55 618 24.8 1,861 | 75 46 24.57 
Noon till midnight, 
November 6.%........ 12 30 315 25.2 2,176 | 88 16 24.65 
Noon, November 7......| 12 22 295 23.85 2,471 |100 38 24.55 
Morning, November 8...| 14 2 310 22.09 2,781 |114 40 24.25 


average for the completed voyage to 24.25 knots. Table VIILI., 
giving the mean average speeds at the different stages of the 
voyage, shows very clearly the effect of this gale, unfortunate 
so far as preventing the vessel from complying with the con- 
tract conditions, but giving those connected with the ship an 
opportunity of thoroughly satisfying themselves as to her 
behavior when driving through the huge waves at about 22%4 
knots, without any racing of engine or sign of laboring, and 
dispelling the idea, current in some minds, that turbine-pro- 
pelled ships do not show to advantage in heavy weather. 

The following particulars of the steam consumption are 
given in conjunction with the figures of coal consumption set 
forth in Table VII. Throughout the voyage a careful record 
of the feed pump counters gave an average of 998,000 pounds 
of water pumped into the boilers per hour. Of this, about 
114,000 pounds was used by auxiliary machinery exhausting 
into the feed heaters, 26,000 pounds by the evaporating plant 
supplying feed make-up and washing water, and about 6,500 
pounds for steam to the thermotanks, galleys and pantries, 
beth of which latter figures are based on data obtained from 
tests carried out before the ‘vessel left the Clyde. Hence, 
taking the average shaft horsepower as 65,000, the steam con- 
sumption per shaft horsepower per hour works out as follows: 


Per Shaft 
Horsepower 
Total Water. Hour. 
IMENT {OTA VINES 06 0000000000000 851,500 pounds. = 13.1 pounds. 
Auxiliary machinery.......... . 114,000 pounds. = 1.75 pounds. 
=  .5 pounds. 


Evaporating plant and heating. 32,500 pounds. 


998,000 pounds. 15-35 pounds. 


43% tons. 

10.2 from a feed temperature 
of 196°. 

Water evaporated per pound of coal = 10.9 from and at 212°. 

Coal for all purposes per shaft horsepower per hour = 1.5 pounds. 

Coal per square foot of grate per hour............ = 24.1 pounds, 


Average amount of coal burnt per hour for all purposes = 
Water evaporated per pound of coal = 


Taking a mean displacement of 36,000 tons, this represents at 
24% knots a consumption of almost exactly 11 pounds of coal 
per 100 nautical miles per ton of displacement. The coal used 
was half South Wales and half Yorkshire, practically the same 
as on the official trials. 


TABLE VII. 
ABSTRACT OF ENGINE-ROoM Loc FoR THIRD VoyaGe West: QUEENSTOWN To New York. 
Date when last dry. docked July 22, 1907. Mean draft, leaving Queenstown, 33 feet 7 inches. Mean draft, arriving New York, 30 feet 10 inches. 
STEAM PRESSURES. TEMPERATURES. Lencrtu | Distance . Coal 
or Day. by Mean /|Consumed 
Date 1907. ‘ Vacuum.| Baro- Obser- Mean Mean Slip for Main 
Boilers. Hes L.P Hot Feed meter. vation, Speed Revs Percent. and 
Recrs. | Recrs Well. | Water. H’s | M’s| Nautical Auxiliary 
Pounds. | Pounds. | Pounds } Miles. Engines. 
| ay al pera | _ 
Noon, November 8.......... 170. 140.0 28} 68° 200° 28” 80. 4” ne 52 | 21 24.24 182.5 16.5 40 tons 
Noon, November 4.. 169.1 142.2 2m, 78° 197° 28” 29.77 24 | 57 | 606 24.28 182.6 16.4 | 1,090 tons 
Noon, November 5. 167.3 140.6 2.3 78° 198° OR. Oe 30” 25 2 | 616 24.6 182.8 15.4 | 1,090 tons 
Noon, November 6..........| 168.3 140.4 2a |e OS | 196° 28.2” Si)? 24a Som] 618 24.8 183.5 15.1 | 1,090 tons 
Noon, November 7..........| 168.3 138.3 2.2 (22, | 195° 28” 29.6” ON I GY? || 610 24.52 181.4 15.0 1,090 tons 
1.14 a.m. November 8...... | 165. | 132.5 1.5 oe 200° 2787 29.3” 14 2 | 310 22.09 174. 20.2 *576 tons 
Means2..jnn cence ae 168. 139.3 20) 74.5° 197°) |S e170 Samm |pmeclotel fal eLotal a itoaeos aa lel ster 15.9 | 4,976 tons 
114 | 40 | 2,781 


* This includes all coal used till 10 a. m. on the 8th. 
Summary of total coal consumed on voyage:— 
from leaving landing stage, Liverpool, till moored at wharf, New York. 5,402 tons. 


—Liverpool to Queenstown, 408 tons; Queenstown to New York, 4,976 tons; galleys, etc.. 18 tons; total coal taken from bunkers, 


Passage—Queenstown to Sandy Hook—4 days, 18 hours, 40 minutes. 


AvucGuSsT, 1908. 


International Marine Engineering 


S30 


THE BOSTON FLOATING HOSPITAL. 


BY ROBERT CHARLES MONTEAGLE., 


The Boston floating hospital for infants and small children, 
as it exists to-day, is the development of fourteen years of 
study and actual practice in the wants of thousands of little 
sick children. The work in Boston began in 1894, when five 
experimental day trips were made on a hired barge, with 
volunteer service only. The following year, under the same 
system, thirteen day trips were undertaken, and in 1896 daily 
trips were inaugurated. The work was then given into the 
hands of a board of managers—a medical staff and two paid 
nurses. In 1897 the barge Clifford was bought, and equipped 
to care for 150 sick infants and children, she being towed 
during these trips. In 1898 two wards were established for 
permanent patients, and a night service was organized. From 
1898 to 1900 the work developed steadily, and has continued to 
develop until the need for a larger vessel became a necessity. 
In the fall of 1905 it was decided to build a new vessel. This 
has been done, and in August, 1906, the new vessel made her 
first trip. 


and 10 feet 8 inches molded depth. The gross tonnage is 594. 
The hull is of steel, and was designed to have the most simple 
construction with the maximum accommodations, without re- 
gard to speed—this latter being of no moment. Her plating is 
12 pounds, the sheerstrake being 18 and 20 pounds; frames, 
3 by 5 inches by 11 pounds, spaced 30 inches, and bracketed 
to the deck beams. A number of deep floors are placed in 
the machinery space and at other locations. The deck beams 
are 3 by 5 inches by 11 pounds, placed on every frame. Three 
plate and angle stringer bars run the full length of the vessel 
under the deck beams, as shown in the midship section. Deck 
stringers are 30 inches by 18 pounds. The stem is a steel bar, 
134 by 6 inches, 12 feet high. 

The vessel has six watertight bulkheads, three of these 
being fitted with watertight doors. Fenders are placed to best 
advantage in case of the vessel being handled by towboats, 
as she was during her first season. Double rudders are fitted, 
operated by steam steering gear. The bottom and sides below 
the floor are covered with Portland cement, thick enough to 
cover the rivet heads. The kitchen floor is of concrete, 
finished on top with pure cement, as is also the floor under 


THE BOSTON FLOATING HOSPITAL PROCEEDING TO SEA WITH A CARGO OF SICK INFANTS. 
Photograph, N. L. Stebbins. 


The new Boston Floating Hospital was especially designed 
by Burgess & Packard, Marblehead, Mass., and built by the 
Atlantic Works, East Boston, as a completely equipped mod- 
ern hospital—embodying the results of these fourteen years 
of progressive study, and embracing the best thought of the 
brightest minds in the medical profession. The designers of 
this vessel had a difficult.task—out of the numerous ideas 
suggested—to embody the worthy and reject the unworthy. 
In conjunction with the builders of the vessel this they suc- 
ceeded in doing marvellously well. The photograph and 
drawings here presented are sufficient evidence of this, and 
should further proof be desired, a visit to the vessel—an 
interview with any of those connected with the work—will be 
found convincing. But the most convincing of all arguments 
is to witness the hundreds of poor, helpless, sick children and 
their mothers as they troop aboard, and then note the contrast 
in their appearance after breathing the medicine of God’s 
pure sea air for even one day, or, in more desperate cases, 
for a number of days. 

The new vessel, which was launched July 7, 1966, is 171 feet 
long over all, 165 feet on the waterline, 45 feet molded beam, 


the refrigerators; 12-inch air ports are fitted. The deck is of 
yellow pine, 3 inches thick. The guard is formed of a thick- 
ness of 7 by 12-inch yellow pine, and a thickness of white oak, 
5 by 12 inches, going completely around the vessel. Three 
wood keels, 24 by 12 inches, are fitted. These are formed 
from 12 by 12-inch and 9 by 12-inch yellow pine, with 3 by 
12-inch white oak shoes. 

The material for the joiner work was selected sound and 
free from defects and well seasoned. All moldings and 
corners are rounded, and all surfaces smoothed; the aim being 
to keep all work free from beading and crevices or depres- 
sions which would catch dust or disease germs. Especial care 
was taken to use nothing but well dried stock, which would 
not shrink and leave cracks for the shelter of dirt and the 
propagation of bacteria. Particular care in this respect was 
given to the hospital wards, and most particularly of all to the 
babies’ food rooms. The decks are 7-inch matched white 
pine in long lengths, covered with No. 10 duck, attached with 
galvanized tacks. Deck beams are 134 by 334-inch yellow pine, 
spaced 20 inches between centers, extending full width and in 
one piece. There are three fore-and-aft stringers of yellow 


354 International Marine Engineering 


Aucust, 1908. 


pine, one on center line of ship, the others being spaced 10 
feet off center. Stanchions are spaced about 10 feet, fore and 
aft. The joiner hardware is all of brass. 

With a view to the efficiency of the artificial ventilating 
plant, great care in making air-tight work was observed in the 
construction of all wards and the other various rooms 
throughout the vessel, this latter being absolutely necessary 
in the case of the air-filtering rooms and the morgue. The 
great importance of keeping the wards free from flies or other 
insects was realized, and fly screens are fitted around all win- 
dows and in doorways. The outdoor ward aft is fitted with 
these screens completely around; all screens being made re- 
movable for storage during the winter months. 

The hold contains the chain locker, crew’s quarters, laundry, 
air-filtering room, morgue, formalin room, coal bunkers, boiler 
room, engine room, mothers’ dining room and lecture room, 
kitchen and refrigerating rooms. 

On the main deck are the executive office, resident phys- 
ician’s office, two ante-rooms, one large ward, food laboratory, 
sterilizing room, pharmacy, clinical laboratory, sewing and 
linen room, linen closet, nurses’ locker and toilet room, 
doctors’ and nurses’ dining rooms, men’s lockers and toilets. 

On the hospital deck are six large wards, six ante-rooms, 
and baths and sterilizing room. 

On the day patients’ deck are the out-door kindergarten, 
nurses’ resting room, assistant manager’s room, the mothers’ 
resting room, shower bath, dressing room and toilets, day 
patients’ examination and treatment room, six staterooms for 
doctors, resident physician’s stateroom, room for visiting 
physicians’ staff and library, doctors’ bath and toilet. On the 
day patients’ deck is ample open air space for 150 beds and 
seating accommodations for the mothers. 

The seven permanent wards have a capacity of 150 beds. 
The ward situated at the stern, on the hospital deck, is an 
out-door ward, where patients remain in the open air both day 
and night. This ward is fitted with steam heat, so that the 
temperature may be partially modified, should occasion re- 
quire. 

On the hurricane deck are the pilot house, captain’s and 
engineer’s rooms, boats, etc. This deck is not supposed to be 
used by the patients, but may be should occasion demand. 

Forty to fifty nurses attend to the needs of the little ones 
during the daily trips of the vessel down the harbor. The 
floating hospital leaves her wharf at 9 A. M. and docks again 
at 4.30 P. M. Sick children not requiring permanent treat- 
ment, or those for whom room cannot be found in the per- 
manent wards, are admitted to the day patients’ deck, accom- 
panied by their mothers, and are given the benefit of the day 
trip. During this time the patients receive proper diet and the 
attendance of doctors and nurses, who also instruct the 
mothers in nursing and hygiene. Many of the mothers, who 
may be worn out with anxiety or home burdens, are greatly 
benefited by the fresh air, excellent food, and the knowledge 
that their little ones may be restored to health. Any child 
under six years of age, and who is not suffering from a con- 
tagious disease, is admitted. Careful examination of each 
applicant is made on the wharf before a patient is passed. 

An annual post-graduate course of instruction for trained 
nurses, extending from July 1 to Sept. 15, is an excellent 
feature connected with this institution. It includes practical 
experience in bedside nursing of infants and small children, 
with all diseases incident to early life. The visiting staff of 
doctors lecture annually on infant feeding, premature and 
sickly infants, diseases of gastro enteric tract, observations of 
symptoms in sick and well children, defects and deformities, 
diseases of and care of the skin, feeble minded and backward 
infants, and materia medica. Diplomas are given to those 
who pass creditable examinations in these lectures, and who 
prove themselves capable in ward work. Board and rooms are 


Reserve 
H for 
Laundry 


TILE BOSTON FLOATING HOSPITAL—PLAN OF HOLD. 


and Lecture Room 


furnished by the hospital and $3.00 (12s.) per week remunera- 
tion for personal expenses and laundry is allowed. 

It has been the aim of the trustees to establish the hospital 
upon a business basis, and this they have succeeded in doing. 
As this is realized by the public, funds are more freely donated 
for the support of this excellent work. The hospital cares for 
the sick children of the poor during the hot summer months, 


AvuGustT, 1908. 


International Marine Engineering 


355 


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at a time when children’s diseases are most prevalent, and 
when some of the other hospitals for infants are closed. 
There is no other similar institution in the world with the 
scope of this one. Other cities have floating hospitals, but 
when their equipment is considered, and their limited powers 
for help to poor children are compared with those of Boston’s 
institution, one is given to wonder why other vessels of this 


character have not found concrete expression at an earlier 
date. 

Statistics of the cases treated by the Boston floating hospi- 
tal, all involving children under six years years of age, demon- 
strate the service being rendered to the community. A very 
large percentage of these cases are desperate when received. 
Children given up by physicians are often recommended to the 


THE BOSTON FLOATING HOSPITAL—OUT-PATIENTS’ DECK; HOSPITAL DECK; MAIN DECK. 


350 


International Marine Engineering 


AvucGust, 1008. 


floating hospital as the “dernier resort.’ During last season 
fifty deaths occurred within forty-eight hours from the time 
of admission. They were in reality moribund when they were 
admitted. In the opinion of competent physicians, most of 
the children who were admitted to the permanent wards, and 
who had a fighting chance for life, were suffering from dis- 
orders under which, had they been left in their sweltering 
homes and unhygienic surroundings, they would have speedily 
succumbed. 

When there is room for them, well children, whom their 
mothers, accompanying sick children, cannot leave at home, 
are permitted to make the day trip. These happy children sit 
out on the forward deck and play games under the guidance 
of a trained kindergarten teacher. The benefits of the educa- 
It is a fact that 
some ignorant parents give to their tiny offspring pickles, 


tion imparted to the mothers are incalculable. 


green apples. raw onions, cheese, black coffee, strong tea, beer, 


Such indulgences, it is needless to state, 
are “tabooed” en the floating hospital, and the mothers are 
instructed that such food is absolutely unfit for children, and 
if persisted in will probably result in death. 

The food laboratory of this vessel has already made very 
important contributions to our present-day knowledge of 
infant feeding. It has now attained a quality of milk which 
is as near perfection as possible. The ideal milk for infants 
is naturally that of the mother. The aim has been to imitate 
the lactic mixtures of human milk as closely as possible. Cow’s 
milk, it has been found, contains about four times as much 
curd as does human milk. In its natural form it is therefore 
not a suitable food for babies. To make the milk more easily 
digestible has been the aim of the chemists of the Boston 
floating hospital, and it is one which they have solved. At the 
same time, perfection practically has been reached in the 
sterilization of milk. The Boston Board of Health sets the 
limit of bacteria allowable per cubic centimeter as 500,000. 
On the Boston floating hospital this is reduced to a bare 150. 


wine and whiskey. 


Absolute cleanliness is insisted upon, and disease germs are 
banished to all intents and purposes. 

An interesting and highly important department of the 
vessel is the kitchen. The range is 7 feet long by 39 inches 
wide, with two fires equipped with revolving grates, and two 
ovens 21 by 28 inches. A double shelf 18 inches wide runs the 
whole length of the range. There is one 35-gallon jacketed 
kettle. One “bain marie,” or apparatus for keeping food at a 
constant temperature, is of heavy copper, and contains four 
10-inch porcelain soup and vegetable jars with polished metal 
covers, and two meat pans with copper covers. The water 
is heated by means of a steam coil. 

There are also two 30-gallon heavy vegetable steamers, with 
patent water seal extending around the entire top of the 
steamer; one heavy galvanized iron dishwasher, 62 by 24 
inches, with washing and rinsing tank, and containing patent 
rocker for dish basket, operated by a hand lever (the dish- 
washer is heated by a steam coil) ; one 5-gallon chocolate urn; 
one 5-gallon coffee urn, and one 10-gallon water urn, all 
furnished with gages, safety valves, muslin percolators and 
clean-out faucets; one milk cooler, made with double walls, 
and dead air space between walls. In this cooler there is a 
heavy cast-iron jar with porcelain lining and cover, being held 
in place by means of a perforated shield. There is one 7-foot 
triple kar pot rack. with necessary hooks and hangers; one 
pot sink, measuring 36 inches by 24 inches by 14 inches deep; 
one 14 by 10-inch glass and silver sink; seven 8-inch copper 
sterlizing kettles, with steam jackets and tinned finings; one 
hood of sheet steel extending over the range, vegetable steam- 
ers and kettle. x 

The vessel is equipped with a modern system of plumbing, 
adapted especially for its peculiar service. Hot and cold, 
fresh and salt water are piped throughout the vessel. The 


fresh water supply is taken from ten large tanks placed under 
the floors, eight of these being under the mothers’ dining- 
room, and two forward of the boiler room. The drinking 
water system, which is also piped all over the vessel, is taken 
from a large tank in the engine room provided with a brine 
coil for cooling. The hot-water system is taken from the 
engine room, steam coils there furnishing the necessary heat. 

Particularly interesting and necessary features of the 
plumbing are the infants’ baths. They are of porcelain, 24 
by 2c inches by 12 inches deep, fitted with traps, hot and cold 
water supply and waste valves.. The hot and cold water 
supply, as well as the waste, are operated by knee action, thus 
making it perfectly convenient for the nurse to have full use 
of her hands in attending to the child. 

A complete fire system is distributed over the various decks, 
the steam fire pump being always connected up and ready for 
duty. In addition to the steam pump are two hand fire pumps 
connected into the line. These may be used also as bilge 
pumps. A complete system of bilge suction piping runs into 
each compartment, so that individual compartments may be 
pumped out in case of leakage. 

The system of ventilating the various hospital wards on the 
vessel is interesting. An 80-inch steel plate blower, driven by 
an electric motor, direct attached, and capable of furnishing — 
8,000 cubic feet of air per minute, takes its supply of air 
through a ventilator leading from the hurricane deck down to 
an air-filtering chamber. The inlet to the blower is connected 
to the outlet of this filtering chamber. After filtration the air 
is forced through a system of brine-cooled coils, which lowers 
its temperature to about 40 degrees. Precipitation of mois- 
ture in the air occurs, the cool, dry air passing continuously . 
from the cooling chamber to the air-heating chamber. This 
chamber is fitted with a number of steam coils—the air passing 
on the outside of the coils, and having its temperature raised 
to about 70 degrees F. The air then passes on through a 
system of ducts to the various wards. The air inlets to the 
wards are well distributed near the ceiling, and are controlled 
by dampers operated by thermostats, which are entirely auto- 
matic in their operation, and exceedingly sensitive and ac- 
curate. The temperature in the wards may be controlled 
within 1 degree. F. This perfection of regulation is dependent 
upon the condition required by the board of physicians, viz.: 
that all. windows and doors in the various wards shall be kept 
closed. 

Near the floor line the vitiated air is removed through an- 
other series of ducts, this being done by an 80-inch steel plate 
motor-driven exhaust fan, having its in-take connected thereto, 
and delivering the vitiated air into the space between the inner 
and outer smokestacks. The air is completely renewed in the 
various wards every two and one-half minutes. When it is 
realized that approximately 11,500;000 cubic feet of air is 
treated in the manner described every 24 hours, some idea of 
the magnitude and importance of the work is obtained. Two 
independent exhaust fans remove the foul air from the 
laundry and the morgue, and deliver it to the space between 
the smokestacks fresh air being taken in through suitable 
ventilators. 

There have been installed for operation in 1908 two separate 
refrigerating equipments—one machine having an air cooling 
or refrigerating capacity equal to the melting of 65 tons of 
ice in 24 hours. This machine will be used for the purpose 
of cooling and dehumidifying the air to be introduced into 
the hospital wards in such a manner as to reduce its tempera- 
ture to 40 degrees F., and give it a relative humidity of 50 
percent, at a time when the outside temperature may range 
from 80 to 90 degrees F.; after which this air is reheated to 
70 degrees F. by means of steam coils. This system will 
undoubtedly be the direct means of saving the lives of many 
children during the hot and sultry days and nights. It may 


AUGUST, 1908. 


International Marine Engineering ABT 


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INBOARD PROFILE, 


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be here noted that I ton of refrigeration is equal to the ab- 
sorption of approximately 284,400 British thermal units (318,- 
500 units per ton of 2,240 pounds). The other machine has 
a capacity of 5 tons in 24 hours, figured on the same basis. 


-This machine will be used for the purpose of cooling the 


various refrigerators now existing on the vessel, and for the 
cooling coils of the circulating system for drinking water, as 
well as for making 400 pounds of ice daily. 

The 65-ton compressor is of the horizontal double-acting 


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MIDSHIP SECTION, SHOWING SCANTLINGS OF HULL. 

type, with steam and ammonia cylinders arranged in tandem. 
The ammonia cylinder is 14 inches diameter by 24 inches 
stroke, and the steam cylinder 20 inches diameter, by 24 inches 
stroke. The engine is fitted with Corliss valve gear and a 
fly-wheel. The condenser is of the counter-current inner- 
tube type, consisting of 1%4-inch water pipe and 2-inch am- 
monia pipe, the ammonia passing through the annular 
space formed between the two pipes. All screw threads have 
sweated and flanged joints made up with lead gaskets. The 
ammonia receiver is of wrought iron 16 inches diameter by 
8 feet long, and tested to a pressure of 1,000 pounds per square 
inch. The brine coolers are of the counter-current inner- 
tube type, consisting of 2-inch brine piping inclosed in 3-inch 
ammonia pipe; ammonia being expanded in the annular space 
between the pipes. The coolers are erected in sections, and 
provided with valves, so that any section may be.cut off with- 
out interference with any other section. 

The 5-ton compressor is of the vertical, inclosed, 
cylinder type, mounted on a bedplate and direct connected to 
a vertical engine. The compressor cylinders are 5 inches 
diameter by 9 inches stroke. The engine is 8 inches diameter 
by 8 inches stroke. The condenser, the ammonia receiver and 
the brine cooler are of the same general construction. as that 
provided for the 65-ton equipment. The exhaust steam from 
both ammonia compressor plants is condensed by an inde- 
pendent surface condenser, with its own independent air and 
circulating pumps. 

The propelling machinery of the Boston Floating Hospital 
consists of twin-screw vertical compound engines, 10 and 18% 
inches by 14 inches stroke, indicating about 200 horsepower, 
and fitted with Joy valve gear, cutting off at about 70 percent 
of the stroke. Surface condenser, a combined air and circu- 
lating pump, measuring to by Io inches and 12 by 12 inches, 
duplicate feed pumps, sanitary pump and fire and bilge pump 
are fitted. Owing to lack of funds, this machinery was not 
installed until Mrs. L. G. Burnham presented her yacht 
Pilgrim to the floating hospital authorities. The twin-screw 
machinery, condenser, air and circulating pumps were quickly 
transferred from the Pilgrim to the Boston Floating Hospital, 


twin- 


358 International 


where they now do excellent duty. There are two four-bladed 
cast-iron propellers, 5 feet 6 inc..es in diameter, and operated 
at 140 revolutions per minute. 

There are two Scotch boilers, 8 fect 9 inches diameter by 
9 feet long, each containing two Moriscn corrugated furnaces, 
33 inches inside diameter, and kaving a combined grate sur- 
face of 45 square feet, and 1,695 square feet of heating 
surface (ratio 37.7 to 1). The boilers furnish steam t9 the 
main engines, electric generator, two ice machines ard auxili- 
aries, steam windlass, steam steerer and steam lea.ing plant, 
operate at 105 pounds per square inet. The bunker 
capacity is 20 tons. Under full power the vessel makes about 


and 


7 knots. 

The electric generator is of General Electric manufacture, 
direct connected, 20 kilowatts, at t10 volts and 220 amperes, 
with one steam cylinder 9 inches diameter by 7 inches stroke, 
and runs at 360 revolutions per minute. This generator fur- 
nishes light for the whole vessel and gives power to the 
motors for driving the pressure and exhaust blowers which 
furnish fresh air to wards, as well as exhausting the foul air 
from them, and from the laundry and morgue. 

During the year 1906 about 500 permanent patients and 800 
day patients were treated. The list of diseases treated in each 
class, giving some idea of the work being done, shows 79 dis- 
tinct ailments for the permanent patients and 75 for the day 
patients. Omitting duplications, no less than 129 diseases were 
handled. The cost of the vessel, complete, was about $150,000 
(£31,000). 


THE MOST SUCCESSFUL DIMENSIONS OF STEAM= 
SHIPS IN RELATION TO ECONOMY. 


BY OTTO ALT, DIPLOM-INGENIEUR. 


The question of the most efficient building of a technical 
structure—of a steamer in the present case—is to be consid- 
ered the fundamental problem of technical science. It en- 
croaches upon several provinces of human knowledge, and 
it may be solved only by the laws of physical science and of 
the science of economy. Without giving a comprehensive 
examination, I might give at the start as a criterion for a 
maximum of profit: The values produced by the object must 
be a maximum; the values consumed or destroyed by the 
object must be a minimum. 

But this formula, seemingly so simple. may ke perfectly 
realized only when all co-operating factors permit an exact 
definition. The problem will remain unsolved while there are 
actions of technical or economical nature, the laws of which 
are unknown. New laws are discovered with every progress 
of development, and their numerical value will be fixed in due 
course. So we will be only gradually successful in reaching 
the desired goal. 

Starting from the above basis the question is: what ship is 
the most profitable in a given condition of trade, and how was 
this result obtained? In answering this question it is neces- 
sary only to take the merchant’s position, and to look at the 
profit and loss account, either of a joint stock company or of 
a private undertaking. This account for the single object 
might be of the following form: 


Credits. 

Income from freightages, forwarding of passengers, etc-——-B 
Debits. 

Operating rexpe»nrsese yews coe Ade Rac Aee eat epeteaeae ea aires D 


Insurance premiums, bills of exchange, maintenance 
money, costs of stationary and necessary inci- 


GSMA, COSIS HOP REDS oo cocoonaccusooodnove bi 

Costs for fuel for the ship’s power................ be 
Satu MAO AntepeainG.can oon oo un ATeoh hoes an cede. G 
De precia tiorey ia. teciesta aie tee vane ee Cite aia Nr Utne RD an Ed ee a a 
PRTC em“ b DUM oh nr MaMa Remy ro mi Hit a 4 Gia tO aoe blond oaiee ioe e E 


Marine Engineering 


Aucust, 1908. 


Supposing the capital agrees with the book value of the 
ship in the first year, it results that 


A (inventory of ship with machinery) = C (capital 
stock), (1) 
and, further, at the end of the first year: 

E=B—D—(a-+c). (2) 


The gain will be found in a similar way for other years, so 
that results for the whole length of the ship’s life will be 
SE=3 [B—D—(a+c)]. (3) 

We might call this the equation of profit. The discussion of 
this equation (the complete connection of which we shall 
show later) naturally is simple: — % E will be a maximum, 
if $ B is as high as possible, and § D, S$ a and 3 ¢ are as low 
as possible. 

In order to find out this maximum the laws must be known 
to which these quantities are subjected. All the single terms 
of equation (3) are not independent of one another, and to 
become perfectly aware of their relations a further analysis 
has to be made. 

The value § B, 17. e., the income from freightages, forward- 
ing of passengers, etc., for ships undertaking regularly the 
same route (and for simplicity we speak here only of these), 
is proportional to the carriage rate 7 per ton of cargo (under 
which is to be understood quite generally freight and pas- 
sengers), to the carrying capacity P and to the number of 
voyages 2; taking for the point of departure the unit of time, 
one year = 305 days. The number of voyages n is then: 

305 305114) 


TOMA ———, 


BK €@ é 


24x Vy 
whereby g means the number of days per year lying in harbor. 
in dock, etc.; e is the distance between the assumed. harbors 
in nautical miles, and V signifies the speed of the ship in 
knots. ! 
The result of these considerations is: 
305 = @ 


S JB = Sires VY SSS SS 


KEK & (4) 
e 
In case the known quantities q, e, 1 are constant, as may be 
supposed for simplicity—but this is not at all necessary—the 
equation will become 
3 B= 3uXVXP, () 
1 (O53 = Gi) 4 
where ky; = 


e 
The tonnage P is further defined by the following equation: 
Ps W—(Wi,+W.+ W;+ Ws), (6) 
where W = displacement, 
W, = weight of structure, 
We = weight of machinery, 
W; = weight of fuel, 
W., = weight of the fittings, stores, equipment, etc. 


If for brevity Wi1+ W.+ W; + Ws is accepted to be = 
> Wa, we have, from (5) and (6): 
3B=3 [kx V (W—3W)]. (7) 
As the profit and loss account will show, D is made up of 
Sb; and S& bs. John Inglis has shown’ that 0,, the costs of 
repairs, salaries, insurance, etc., is proportional to the gross 
tonnage, 7. e., nearly independent of all other variations. To 
prevent too great complication, these expenses may be con- 
sidered proportional to the value of the cargo, consequently 
sm X<éX &, 
or, as it may be written: in case ke =m X 1, 
ln SS I SKIP, (8) 


1 Transactions Institution Engineers and Shipbuilders in Scotland, 
1895-1896, page 187. 


AUuGUST, 1908. 


The value of bs, the cost of fuel, is proportional to the 
number of voyages n, to the cost of 1 ton of fuel 7’ and to 
the weight /”,; of fuel consumed in one voyage, or, using the 
abbreviation : 

12 (365 — q) Vv 


e 
bo = ks XV X Ws. (9) 

The debits, therefore, are, from equations (8) and (9), 
SD=3 (XP +h XV X Ws). (io) 
The sum to be written off, a, is proportional to the ship’s 


building value A, and inversely proportional to the ship’s 
length of life ¢; therefore, 


Supposing ¢ to be constant, 7. e., to be not influenced by 
variations in the weight of the ship’s hull, etc., then 


a=k, < A, and ks = constant. (11) 


Up to now only those values have been considered which 
are of interest to the shipowner. But the ship designer has an 
interest, too, in the building value A. It is possible to state 
the interdependence of A upon other values in the following 
way: the building value of the structure is composed of the 
building value of the ship’s hull, of the machinery and of the 
equipment. Suppose the cost per ton of the ship’s hull = 1, 
those per ton of the machinery = % and those per ton of 
fittings = is, then ; 


A=iWithnWetiuWs, (12) 


where it may be noted that i:, i, 4 may be different in different 
alterations of the values W1, W. and W:. 
These results change (11) and (12) into 


SG = SS le [us Wi + t We + 1 Wa). (13) 
The interest on the capital, c, is quickly disposed of, if sup- 
posed to be proportional to the building value (as before C is 
supposed to equal A); then 
GIs x A, 
or 


SD ks [i Wi + 2 We + ts Wa). (14) 


After having introduced for the single values characteristic 
values, these must be put into equation (3) in order to get 
a further idea of the problem. In a simple way we get: 

3 BaY (GP= Gli) = GI? = 

Ci (4 Wi + be We + ts Ws), (45) 
in which C; has been written for 3 ki, C2 for & ks, Cs for & ks, 
and C, for 3 (ks + ks). 

The total gain, equation (15), being determinative, shows a 
dependence on the values: cargo capacity P, weight of the 
ship’s hull WV, weight of machinery W.2, weight of fuel Ws, 
weight of equipment and of stores W4., speed of the ship 
and the unit prices 11, i, 44, as well as on the constants Ci, C2, 
6; and Gx, 

If this value S E is to become a maximum, then, mathe- 


= 


matically speaking, this relation must exist : 
6 (3 E) =o. _ (16) 

It would be superfluous to give the proof of the existence 
of such a solution, which is declared only formally by the re- 
lation (16). 

The further question: how may the maximum of & E be 
surely found? consists of constructing the variations which 
these values may undergo, upon the basis of the laws of 
physical science and of the science of economy. One would 
start by trying to bring these variations into a form in which 
he might formulate the dependence of the values P, W:, W2, 
etc., upon a system of variables, to be considered. independ- 


International Marine Engineering 


359 


ently. We these variables 
variables, 

When we have to do with materials existing in nature— 
either the object is manufactured of them or it comes into 
contact with them during its life—certain other values enter 
into the problem, which are constant with a determined ar- 
rangement of materials (to use a very general expression). 
At every change in the arrangement, such as the transition of 
webs to deep frames, or of a spar-deck type to a trunk-deck 
type, etc.. the constants will have other values; but they will 
keep these values for all variations of the fundamental vari- 
ables. These latter values may then be considered to be the 
fundamental constants. The problem may then be considered 
solved if it is possible to express all influences by a certain 
group of variables and constants. 

After having sketched quite generally the method, we must 
come to an agreement as to which values are to be consid- 
ered fundamental variables and which are constants. 

A ship’s physiognomy is determined to a certain degree by 
its geometrical form, and this form is strongly influenced by 
the dimensions L, B, D, to which may be added the draft d, 
and the coefficients of displacement 5, of load waterline a, and 
of midship section 8. These may be considered the funda- 
mental variables. If it is possible to prove that all influences 
in respect to the expression § E are to be rendered by these 
values, the group of fundamental variables does not need any 
supplement. As to the fundamental constants, all that is 
necessary will be said later on. When the variables, as well 
as the constants (im case alterations are undertaken in the 
structure), run through distinct systems of value—such that it 
is possible to stay in the neighborhood of the maximum >» E— 
then the values Wi, We. W;.......... etc., by their introduc- 
tion into the relation (15), enable the desired maximum of 
profit to be reached. 

I suppose that the problem has neither been solved as yet 
in the generality, as given here, nor has it been formed into 
equations. At least, I did not find any case of this kind, in 
spite of exhaustive examination of the literature on the sub- 
ject. Many authors, as Hamilton’ and Inglis, confine them- 
selves—using more empirical methods—to the inquiry into the 
influence of W and V (and therefore Ws, too) on E only. 
Others think the maximum of 3 E to be identical with the 


might call the fundamental 


useful displacement IP 
maximum of ———— 
displacement W 


So William 


Froude® says: “It seems a mere truism to state that the 
best ship for the performance of a given duty is that in which 
the useful displacement bears the largest proportion to the 
whole displacement.’ Examining this in connection with 
equation (15), and dividing both sides of the equation by IV, 
there results: 


SB 


= 


@ IP 4 G W, Cs IP 


== |V x< 
W W W 


Cs (a Wi + is We a 1s Ws) 


W 


and it is seen that this is not the case by any means. 
Rather it might be supposed that the maximum value of 


P —— W;, 
> E is identical with the maximum of , when C; 


W 


and C; are equal, and when the rest of the right side in 
equation (17) remains nearly constant. But Froude might 


2 Transactions of Institution of Naval Architects, 1883, page 256. 
8 Transactions of Institution of Naval Architects, 1874, page 148; 
see also A. C. Holms, Practical Shipbuilding, London, 1904, page 2. 


300 


International Marine Engineering 


AuGuSsT, 1908. 


not have thought of that, for he says: “The useful displace- 
ment is regarded as that displacement which remains, after 
deducting the dead weights of the hull as completed, with 
proper regard to structural strength, and of the engine power 
necessary to drive the ship at the required speed, and of the 
coal which will be consumed on the voyage.” Surely Froude’s 
“useful displacement” is very important in the question of 
profit, but a laying of stress upon these values will cattse 
wrong conclusions, as is shown by the relations (15) and (17). 

It is thus to be seen how the nature of the problem of 
profit is reflected much more generally by the examination 
here undertaken; which besides is not bound to the recapitu- 
lation of the variations of W1, W2, etc., with the fundamental 
variables by a mathematical-analytical process; on the con- 
trary, the proportions of dependence can be given graphically, 
anyhow. f 

In this general composition, it is to be supposed that already 
measures have been taken on the shipowner’s part to deter- 
mine the value of P or of the number of passengers, and} 
besides. of the speed, upon the basis of economical conditions. 
These values are dependent on a whole succession of special 
factors, on the special development of the shipowner’s inter- 
ests, on commercial intercourse, on the speed of production 
and of consumption, on the special route the ship is to go, etc. 
But even then considerable variations are possible, and, above 
all, those which are dependent on the engineer. 

Under these limitations it is possible at least to declare the 
dependence on the dimensions which may be shown for the 
single values Vi, W.2, etc., which figure prominently in equa- 
tion (15), or—in case they are known already—to introduce 
them here in the right way. 

The analysis of the value—weight of structure—will cause 
considerable difficulty ; remembering the following influences: 
The form of the hull under the waterline, above the water- 
line (freeboard), stability (the metacentric height G M1), 
choice of dimensions, the stresses in longitudinal and trans~ 
verse dimensions, local strains, racking strains, the choice of 
the general principle of construction—high class—spar deck, 
well deck, turret-deck vessel, web frames, hold. beams, choice 
of propelling machinery: steam engine, steam turbine, etc. A 
discussion of all these influences would go too far; it is re- 
quired only to show the integral parts. In order to simplify 
the problem, to separate and to clear the influences, we divide 
the weight of structure—corresponding to the character of 
the single stresses—into the weight of the longitudinal struc- 
ture = wi, the weight of the transverse structure = wr», the 
weight of structure required for the local stresses = 7s, and 
the weight of structure required by the racking stresses = ws. 

Therefore, the relation exists: 


Wy = ww + te + ws + we. (18) 
| 


In order to find cut the weight of the longitudinal structure 
—including all the uninterrupted, continuous parts of the 
structure—we consider the longitudinal bending moment. By 
Vivet* and Alexander’ are laid down exhaustive examinations 
for the standard conditions: the ship is resting on. a wave, 
with the length of the wave = L and with the height of the 


I 
wave = — L, referring to the dependence of the longitudinal 
20 
bending moment on the dimensions. Instead of the quite 
analytical formula given by Vivet we fall back upon the 
graphic data of Alexander, who, starting from the formula 
WL 
@=S ———— 
mn 


(19) 


has shown the dependence of the bending moment on the 


4 Bulletin de Association Technique Maritime, 1894, page 114. 
5 Transactions Institution Naval Architects, 1905, page 116. 


remaining dimensions, in considering the value \, to be de- 
pendent on them. 

Supplying the ship’s place with a box (Fig. 1), as Froude, 
Normand’, Vivet and others did, the moment of resistance is 


5 D (BB sb ID) 


(20) 
3 
in which terms the greater powers of s are neglected, and it 
results from the relation of weight that 
W =a (B+D)xsxXL, (21) 
and from the formula of the bending moment of a straight 


beam: ; M 
p= ; (22) 
is 
the following dependence for w):: 
It, BoD 
Wr = Ao X —— XK ——— X WM, (23) 
D 3B + D 
or (ES BoD W 
W = Ao X — KX —— X —. (24) 
D 3B + D ro 
4s 
Fic. 1, 


This formula is supposed to be employed in the following 
way: A study of strength for a choice of dimensions and of 
cross section of girder is to be made, and the weight of the 
longitudinal structure is found. According to equation (24) 
the constant do may be calculated, which has the character of 
a fundamental constant. The variation of zw, is then to be 
undertaken according to equation (24) for further examina- 
tion. An analysis showed that the mistakes thus made are 
unimportant, in case L/D does not get too low; and that 
happened only because the hull was to be made stronger, on 
account of the local stresses, than the longitudinal strength 
required. i 

It has often been affirmed that the influence of 6 is another 
important item for a ship at sea (namely, taking into con- 
sideration the forces of inertia), as it is stated by the formula 
of bending, enlarged by Alexander; as, for instance, Read ;’ 
but these examinations are yet too unsystematic and unre- 
lated to permit a conclusion. 

The weight of the transverse structure, w», does not permit 
such simple analysis; above all, because a great deal of very 
many different structural arrangements belong to it, the 
weight of which varies according to quite different laws. 
There are to be included in the transverse structure the 
frames, floors, web frames. hold beams, side stringers (in 
case these are fitted to assist the transverse structure), the 
stiffeners of longitudinal and transverse bulkheads, beams, ete. 

As yet nothing is known about the dependence of the trans- 
verse structure on the dimensions (fundamental variables). 


6 Bulletin de l’Association Technique Maritime, 1892, page 2. 
7 Transactions Institution Naval Architects, 1890, page 179. 


= 


Aucust, 1908. 


International Marine Engineering 


The examinations undertaken by Bruhn,° who treated the 
problem of transverse strength according to the theories of 
the Italian engineer Castigliano, do not even show how the 
transverse bending moment and the fundamental variables act 
and react upon each other. 

To take a general case, we imagine a section of a steamer 
with several decks, of the length /, cut off in the vicinity of 
the midship section (see Fig. 2). Then different exterior 
forces—pressure on the bottom and sides by cargo (or the 
weight of parts of the machinery), hydrostatic pressure, the 
weight of the structure present in the respective cross section 
—and some other forces besides will act upon it. The princi- 
pal system.” statically determined, will be formed then by that 
part of the cross section which remains after the beams (the 
so-called supernumerary struts) have been removed. To keep 


the former strength, instead of the removed beams, some 


structural items (see Fig. 3) are to be fixed, which introduce 
forces, or forces and moments, if a solid fastening exists, by 
strong beam knees. (See Fig. 4; both figures are taken from 


“a tank steamer. ) 


First considering the moment of the exterior forces for 
every point of the principal system, it is necessary to state 
what are the conditions for the development of the greatest 
bending moment. But it is impossible to give general state- 
ments, authentic for all cases and types of ships, etc. It 
depends on the character of the cargo, on the situation and 
number of the longitudinal bulkheads, on the ship’s condition 


» Frame, 


FIG. 2. 


—if in dock, in calm or in rough water (cf. Bruhn). Here 
one case may be taken arbitrarily, and the bending moment 
may be derived for it; for instance, a steamer carrying oil in 
bulk, with a cross section like Fig. 5. The cross section may 
be filled with water ballast; and the draft—according to the 
situation of the cross section in the trough of the sea—may 
be i’. The moment acting on the floor in the point B is about 


YX I 
M= ————*5' (fh; ve xX BPX h + 
8 
WSK U 
bx ho) + [he (3ho + h) — (h’)*| 
6 
WM SX U Sx 8B 
— Bs X ww X S< IP S< i! —— ——— (28) 
8 2 


S is to be supposed to equal the third part of the difference 
between weight and displacement: 


MW SKU : 
[ (B: x B SK h + b < ho) — By < B x*< h’| 
3 (26) 


s ransactions Institution Naval Architects, 1902, page 270, and 1904, 
pace 193. 


® Compare the competent treatises on bridge building. 


Wei Frame 


FIG. 3. FIG. 4. 


Besides the values already explained, in Fig. 5, in (25) 
and (26): 

Y means the specific gravity of water. 

B,, Bs mean the coefficients of midship section up to the main 
deck and to the draft /’. 

vi and v2 are coefficients, being nearly unity (and may be 
calculated exactly). 


At a standard wave, for sagging condition, ’ = d — 


32 
in case d is the original draft. But it is easily proved that this 
value does not characterize the maximum bending moment at 
all; on the contrary, it agrees with the value’ of h’, which is 


to be calculated by the relation 


6M 


—=—0 (27) 
6 h’ 
It results from equations (25) to (27), at all events, that a 
dependence may be derived from the dimensions. 


(To be Concluded.) 


ie American Warship Construction. 


The decided falling off in warship construction in the 
United States during the past four years is clearly shown in 
the following table, which gives in each instance the vessels 
under construction on July 1: 


1904. 1905. 1906. 1907. 1908. 
BAUME ONIONS os5000000000 13 13 ) 5 4 
INFINOAC| CUTS co5do0 mil 9 8 3 I 
PROCS SMUG; .0650,. 2 B B I 
Gunboatsmen aera 2 2 
(Rorpedoxcrattyee eer 5 2 : 5 
Submarines eee eeeee ae af 4 4 7 


The displacement under construction, excluding the sub- 
marines, has fallen off from 344,859 tons in 1904 to 313,845 
tons in 1905, 251,906 tons in 1906, 127,930 tons in 1907, and 
93,750 tons in 1908. 


Published Monthly at 


17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 
H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 


E. L. SUMNER, Secretary 
and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY GRAVES KOON, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNESs. 
Boston, 170 Summer St., S. I. CARPENTER. 


Branch 
Offices 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine Engineering, Inc., New York. 


INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. ; 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 


no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in ihe issue of the month following. If proof. 
is to be submitted, copy niust be in our hands not later than the roth of 
the month. 


Speed Trials of the Lusitania. 

One of the papers before the Institution of Naval 
Architects in April is being republished this month 
(concluded from July) in the shape of a discussion of 
the speed trials and service performance of the Cunard 
steamer Lusitania. This is particularly apropos at the 
present moment, when both the Lusitania and the 
Mauretania are making new records on almost every 
trip. 

In the latter half of May, the Lusitania ran across 
the Atlantic by what is known as the long route, in 
four days 20 hours and 22 minutes, the average speed 
being 24.83 knots. During the four full days of this 
trip the smallest daily run was 622 nautical miles, while 
the greatest, 632 miles, was a record, beating by 5 
miles the previous record day’s run, made by the same 
ship. A trip during the last week of May by the 
Mauretania, in which one propeller of the four’ was 
useless, Showed an even more remarkable result in that 
the average speed, thus crippled, was no less than 24.64 


International Marine Engineering 


AuGusz?, 1908. 


knots. These runs have, it is reported, made the ships 
eligible for the British government subsidy, which was 
dependent upon a sustained round-trip speed of 24% 
knots. 

In the first half of June, the Lus#tania made another 
record-breaking trip, during which the long route of 
2,890 nautical miles was covered in four days 20 hours 
and 8 minutes, the average speed for the entire trip 
having been 24.88 knots. The best day’s run during. 
this trip was 641 nautical miles, the actual steaming 
period having been 25 hours 16 minutes (this varia- 
tion from the 24 hours in a “land” day having been 
caused by the difference in longitude between the 
points of departure and conclusion of the day’s run). 
The speed for this day figured out at 25.37 knots. 

On her next westward trip, ending July 10, the 
Lusitaiia covered 2,891 miles in four days 19 hours 
and 36 minutes, the average speed having been 25.01 
knots. One day’s run of 643 nautical miles accounts 
for a speed during that day of 25.45 knots. 

These ships are exciting such intense interest in all 
quarters by reason of their great size, superior ap- 
pointments and especially of their high speed, that the 
paper before the Institution will be read with much in- 
terest wherever it is seen. 


The Brazilian Battleships. 

Comment has been rife during the past few weeks 
regarding the three Brazilian battleships under con- 
struction in England by the Elswick Works and 
Vickers, Sons & Maxim, Ltd. It has been stated, and 
vociferously denied, that the ultimate destination of 
these ships was Tokyo, and that the probabilities were 
strong against their ever flying the green and gold 
emblem of Brazil. Such a sale of ships under con- 
struction would be by no means novel; for in 1897 
Brazil sold two cruisers to the United States; in 1903 
Argentina sold two armored cruisers to Japan; in 
1895 Japan bought from Chile, through Ecuador, the 
first protected cruiser ever built; in 1903 Britain pur- 
chased from Chile two battleships then nearly com- 
pleted; and it is said that within the past few weeks 
Brazil has actually sold to Japan one of the torpedo 
boats forming part of the program of twenty-seven 
ships ordered more than a year ago. 

Interest naturally centers, not only in the ships them- 
selves, but in the sudden disturbance of the balance of 
naval power which would result should these vessels 
be transferred to Japan after having been almost com- 
pleted for another nation. It may be remarked that 
the battleship strength of the Japanese navy, in- 
cluding ships built and building, covers eighteen ves- 
sels, with an aggregate broadside fire of 84,920 pounds 
(nothing under 4-inch guns being counted). The 
three Brazilian battleships have between them a broad- 
side fire of 26,820 pounds, which would represent an 
increase to the Japanese broadside of 31.6 percent. 


AuGustT, 1908. 


International Marine Engineering 


363 


Japanese interests are wholly in the Pacific, and here 
they brush up against no one more strongly or more 
insistently than against the United States. The present 
fleet of sixteen American battleships now traversing 
the Pacific on a cruise, which has excited world-wide 
attention, has an aggregate broadside fire of 87,010 
pounds, or only slightly greater than the present Jap- 
anese figures. The disturbance of the balance of power 
in the Pacific by the sudden addition of these three 
ships to the Japanese navy would thus be very 
startling. It is true that the American navy includes 
thirteen other battleships, with an aggregate broadside 
fire of 79,535 pounds, but these are not on the spot. 
Four of them are totally uncompleted and three others 
are undergoing extensive refits. 

Regarding the ships themselves, considerable se- 
crecy has been maintained, and such reports as have 
come out differ materially on important points. From 
best information, however, each ship appears to be of 
19,250 tons and 21 knots. The main battery is given 
as twelve 12-inch rifles, mounted in pairs in six tur- 
rets, four turrets being on the center line and one on 
either beam; this gives ten guns in broadside. The 
secondary battery is given as twenty-two 4.7-inch guns. 
The aggregate broadside fire figures out at 8,940 
pounds. This compares with 6,800 pounds for the 
Dreadnought, 7,234 pounds for the St. Vincent, 7,000 
pounds for the Satsuma, 6,790 pounds for the Danton, 
9,120 pounds for the Delaware, and 9,912 pounds for 
the Nassau. 

It is thus seen that, with the exception of the new 
American and German ships, the Brazilians are totally 
without a close competitor with regard to broadside 
fire. Their acquisition by any power would mean an 
extremely effective addition to that power’s first line 
of defense, and the outcome will be awaited with much 
interest. 


The Combination of Engines and Turbines. 

For a long time it has been recognized that the steam 
turbine could use expansion ratios far beyond the limits 
of economical operation in piston engines. This does 
not mean that the latter cannot be made to expand the 
steam down to as low a pressure as may be reached 
by the turbine ; but it does mean that were such an en- 
gine designed and built, the size and weight of the 
low-pressure cylinder would be so excessive as to pre- 
clude all possibility of its being put commercially into 
satisfactory use. Not only this, but the immense sur- 
face thus formed would, unless extraordinary precau- 
tions were taken, give rise to a very great amount of 
cylinder condensation—the one source of greatest loss 
in the operation of the piston engine. By proper ar- 
rangement, however, of the turbine-drum diameter, 
and the passages between the blades, accommodation 
can be made to fit a suitable speed of rotation to the 
natural velocity of flow of the steam at these low pres- 


sures, and advantage taken of much of the great 
energy available from the steam in expanding through 
the last two or three inches of vacuum. 

This peculiarity of the turbine was perhaps never 
more strikingly illustrated than on the westward pas- 
sage of the steamship Mauretania at the end of May. 
As stated in another column, the ship made on this 
trip a new record of 635 nautical miles in one steaming 
day, and maintained an average speed over a course of 
2,889 miles of 24.64 knots. This achievement was 
widely heralded as a great marvel, due to the fact that 
it was made with three, instead of the four, propellers 
with which the ship is ordinarily driven, one of the 
high-pressure propellers being temporarily out of com- 
mission. The steam, of course, was passed through 
simply one high-pressure turbine, and from this one 
to the two low-pressure turbines. The expansion was 
carried out to a very high degree, and such is the re- 
markable adaptability of the turbine to balance itself 
against whatever work may be placed upon it, that the 
total power developed in the three turbines, using ap- 
proximately the same amount of steam as had pre- 
viously been used in four, could not have been far dif- 
ferent from the maximum ordinarily obtained with all 
four engines under operation. This fact, involving the 
utilization of the last few pounds of pressure above a 
vacuum, accounts theoretically for what, under any 
circumstances, must be considered a remarkable per- 
formance. 

The last of the papers which we shall publish, read 
in April before the Institution of Naval Architects, ap- 
pears in this number; and is concerned with the adop- 
tion of steam turbines for the utilization of these low 
pressures, after the steam has been previously passed 
through high-pressure engines of the reciprocating 
type. The main advantage of the combination lies in 
the ready adaptability of the piston engine to maneu- 
vering, and more particularly to reversing. 

One important point in this connection is the fact that 
turbines may be fitted to take up their burden at a 
pressure as low as that at which a piston engine is 
ready to discard the steam. This would involve no 
increase in the consumption of fuel; the only charge 
against it would be that of carrying the extra weight 
of the turbine and its accessories. If to offset this, 
while maintaining the same ship speed as before, we 
decrease the size of both engine and turbine, making 
the combination equal in power to the former piston 
engine alone, we may thereby decrease the coal con- 
sumption as compared with previous figures and pro- 
pel our ship more economically from this point of 
view than before. The whole question is a commercial 
one, consisting of the balancing of improved speed or 
coal consumption, or both, against increased cost of 
installation and consequently increased fixed charges. 
It is a very interesting proposition, and the two or 
three important installations at present under way will 
be closely watched by engineers. 


304. 


Progress of Naval Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


international Marine Engineering 


May 1.| June 1 
BATTLESHIPS. —= 
Tons. | Knots. 
South Carolina..| 16,000) 183 | Wm. Cramp & Sons.. ...| 45.9 49. 
Michigan.. 16,000} 184 | New York Shipbuilding Co.....| 50.7 53. 
Delaware. -| 20,000 21 Newport News S.B. & D.D.Co}| 22.8 27.4 
North Dakota.. 20,000} 21 Fore River Shipbuilding Co....) 31.6 35.7 
ARMORED CRUISER. 
Montana....... | 14,500| 22 Newport News Co............ 98. 98.8 
oun CRUISER 
Salem eeeteeeite | 3,750 Fore River Shipbuilding Co....| 96.4 97.1 
| 
TORPEDO BOAT DESTROYERS. 
Number 17..... 700] 28 Wm. Cramp & Sons...........) 15.9 21.3 
Number 18:... - : 700| 28 Wm. Cramp & Sons...........| 15.4 19.7 
Number 19..... 700} 28 New York Shipbuilding Co.....) 16.2 22.4 
Number 20..... 700; 28 Bath Iron Works:..2 22.2.2... 9.7 11.5 
Number 21..... 700| 28 Bathvlrongworkseeeen ener 9.3 10.9 
SUBMARINE TORPEDO BOATS. 
Cuttlefish.......| — — Fore River Shipbuilding Co....| 99. 99. 
Number 18..... — —_— Fore River Shipbuilding Co....| 40.5 45.3 
Number 14..... — — Fore River Shipbuilding Co....} 39.9 45.2 
Number 15..... — — Fore River Shipbuilding Co....| 34. 44.9 
Number 16..... — = Fore River Shipbuilding Co....| 34.2 45.1 
Number 17..... — — Fore River Shipbuilding Co....| 13.6 20.5, 
Number 18..... — — Fore: River Shipbuilding Co....| 13.4 23.1 
Number 19..... — a= Fore River Shipbuilding Co....) 13. 23.1 
International Yacht Race in Honor of Columbus. 


Spain intends to commemorate the 3d of August next, the 
anniversary of the departure from Palos of the ships Santa 
Maria, La Pinta and La Nina, by yacht races, which, starting 
from that port, will make the first stage of the voyage which 
was made by Columbus. The races will be from Palos, whence 
Columbus set sail, to the Canaries. The distance is 700 miles, 
requiring several days’ navigation. 

This year, by a happy coincidence, high water is at 6 o’clock 
in the morning on the 3d of August (this being the day and 
hour that, 415 years ago, the Santa Maria, Pinta and Nina 
set sail at high water), which will be taken advantage of this 
annivetsary by the American-Spanish yachts to perform the 
first part of the journey Columbus made in 1492. 
of Puerto Palos has arranged that the first sailing yacht to 
arrive shall anchor at the Palos quay, bearing east, and that 
those arriving later shall anchor up-stream, in the order of 
their arrival; so that on the 3d of August all the vessels which 
shall take part in the regatta shall pass over the exact spot 
from which Columbus’ caravels sailed. 


ENGINEERING SPECIALTIES. 


Lubrication of Marine Engines. 

No other line of machinery demands more’ careful and 
scientific lubrication than that on board a modern steamship. 
Here troubles from overheated or scored bearings are scarcely 
excused under any circumstances, while at the same time there 
is demanded the highest degree of cleanliness, efficiency and 
economy. The lubrication of machinery. is, in the first place, 
really a greasing proposition. It is grease that is needed 
between the surfaces of a journal ard its bearings; and oil has 
never been anything else than a means for carrying the grease 
globules where they are needed. Why not, then, discard oil 
and use ordinary grease? Simply because ordinary grease 
contains substances which in time gum up the cup and bearing 
and cut the journal. 

Keystone grease,* however, is said to be utterly and abso- 
lutely different from any other lubricating grease on the 
market. In the first place it is absolutely free from resin, 
resinuous oils, tale, asbestos, beeswax, soapstone or any other 
of the adulterants commonly used in other greases to give 


* Keystone Lubricating Company, Philadelphia, Pa. 


The Mayor - 


AvuGUST, 1908. 


artificial body. It is a pure, clean petroleum product, contain- 
ing nothing but grease globules in their most perfect form. 
It is a lubricating grease that needs no wasteful carrying 
agency, as is true of grease in oils, nor does it need help of any 
kind to enable it to maintain a greasing film, no matter what 
the temperature or pressure. 

Being a purely mineral product this grease contains no 
stearine. Animal oils and greases always contain stearine; 
and when they are used for lubricating piston rods, valve 
stems, steam chests, or steam cylinders, a chemical action is 
inevitable, which produces stearic acid. This is very active, 
attacking iron readily, and even copper. A sample of Key- 
stone grease analyzed by William Cramp & Sons’ chemist was 
found to ke entirely free from all deleterious substances, such 
as would cause decomposition of the grease or would have 
any detrimental effect upon metal surfaces. 

A favorite method of applying greases is to place them in 
contact with the bearing, and depend upon the heat of friction 
to melt the grease and cause it to flow upon the bearing. In 
other words, the bearing must always be hot enough to melt 
the grease. Keystone grease does not change consistency 
under any variation of temperature up to 600 degrees F. 
This means that cold weather does not hinder its flow, nor 
does heat cause it to flow wastefully. It is made in eight dif- 
ferent densities, ranging from a liquid suitable for fine high- 
speed service to a solid that will maintain a greasing film 
under the heaviest known pressures. These heavier grades are 


all applied by means of especially designed pressure cups, 


Coefficient of Friction. 


Tc 


which are automatically or hand regulated as desired, and in 
either case the flow is uniform and certain. The fluid grades 
are applied very much as is ordinary heavy oil, but much less 
is required. 

The lubricating efficiency of an oil or grease is indicated by 
the coefficient of friction obtained with its use upon a standard 
testing machine. The card shows the curves plotted from the 
tests of lubricants conducted by the Cramp Company. It will 


August, 1908. 


International Marine Engineering 


365 


be seen that the curve plotted from the results of the test on 
Keystone grease falls much lower than that of any of the 
other lubricants tested. The average coefficients of friction 
of the different lubricants were as follows: “Well-known” 
grease, 0.007; engine oil, 0.0053; spindle oil, 0.0047; Keystone 
grease, 0.0034. 


Oddesse Pumps. 

Of the many distinguishing features of this pump, produced 
by the Oddesse Pump Company, 47 Victoria street, London, 
S. W., the most striking is the great simplicity of the valve 
gear. The pump has none of the links, levers, rockshafts and 
external wearing parts of the ordinary duplex pumps, the 
valves being actuated by means of a very simple patented 
device consisting of an inclined slipper engaging in an in- 
clined slot in a block partaking of the same motion as the 


piston rod. No setting of the valves is required; they can be 


taken out and examined without the possibility of not being 
properly replaced, and there are.no nuts requiring accurate 
adjustment or that can get loose. As there are no external 
wearing parts whatever, the whole of the lubrication can be 
most effectively carried out by means of a lubricator on the 
_steam pipe. 

Another point of particular interest in the Oddesse pump 
is the means employed for bringing the piston to rest at the 
end of the stroke. In all ordinary duplex pumps the piston 
is allowed to pass over the exhaust ports, thus cushioning the 
exhaust steam. This method however, has the great draw- 

. back of being incapable of alteration for various speeds and 


=~ 


pressures. Hence the chief cause of short stroking at low 
speeds and: knocking at high speeds. Again, when the pump is 
run at anything above moderate speeds, the compression of 
the exhatist steam at the end of the stroke causes a recoil 
of the reciprocating parts, which naturally results in a ham- 
mering action on the pump valves. In this pump the steam 
can be cut off at any point during the stroke, and the piston 
is brought quietly to rest by means of the fall of pressure in 
the cylinder, thus rendering a recoil of the reciprocating parts 


and short stroking impossible, no matter what speed and 
against what pressure the pump may be running. 

Owing to the simplicity of the valve motion, the expansion 
valves can be fitted very simply without the use of any levers, 
glands or joint pins, so that the Oddesse gear with cut-off 
valves remains far less complicated and more durable than 
the ordinary duplex gear without them. The point at which 
the steam is cut off is regulated by means of handles placed 
on either side of the valve chest, and in the larger sized pumps 
the expansion valves are automatically controlled by the 
slightest variations in the length of stroke made. These 
cut-off valves enable the pump to run at enormously high 
speeds without the slightest danger of any knocking of the 
piston or hammering of the pump valves, and it is this that 
makes this pump so serviceable on board ship as a ballast, 
bilge or fire pump. ‘ 


Tantalum Lamps. 


A new type of wire filament lamp has been placed on the 
market by Siemens Bros. Dynamo Works, Ltd., London, who 
are introducing a 25-volt tantalum lamp, for use with auto- 
matic transformers and on low voltage circuits generally. The 
lamps can be burned in any position. 

The new lamp is for voltages of 24 or 25, and is supplied 
in 8 or 16 candlepower. Like all other types of tantalum 
lamps the filament is very strong; the 25-volt tantalum lamp 
may be used for train lighting and private house installations, 
especially in connection with small transformers. The bulb 
is smaller than that of the ordinary carbon filament lamp, 
but similar in shape. 

These lamps have been supplied to all the ships of the 
Hamburg-American Line, and it is said that on the Graf 
Waldersee one dynamo is sufficient for the lighting, where 
three were previously used. Tantalum lamps are also in use 
on the Lusitania of the Cunard Line. 


Aa Wi 


THE TORCH 
WITH THE 
WRINKLED NECK 


A Powerful Gasoline Blow Torch. 

The “Imp” torch is a patented device which, it is said, will 
do as much work as most of the larger torches, with the advan- 
tage of compactness, simplicity and cheapness. It is entirely 
automatic in operation, has no pump or valve, needs no 
tools, starts with a match and gives a perfectly clean, power- 
ful Bunsen flame for over two hours on four ounces of gaso- 
line. The corrugated neck increases the heating surface to 
such an extent that the flame of a match easily generates gas 
enough for starting, after which the mixing tube renders 
further attention unnecessary. 

The “Imp” is designed for electricians, automobilists, the 
handy man and anyone who wants intense, clean heat, cheaply 


360 


and quickly. It is made by the Frank Mossberg Company, 
Attleboro, Mass. 


Magnalium. 

An alloy consisting mainly of aluminum, but with a small 
percentage of magnesium, has been developed in Germany, 
and, on account of some rather remarkable qualities, has been 
put to various uses. It is being handled in the United States 
by Morris R. Machol, 32 Park Place, New York. 

The alloy is very slightly lighter than aluminum, and may 
be used either cast, drawn or rolled. When cast in dry sand the 
tensile strength is said to be from 18,000 to 21,000 pounds per 
square inch, with a reduction in area of 334 percent. Cast in 
iron chills, the strength is about 4,000 pounds greater than 
in dry sand. A tensile strength of as much as 42,500 pounds 
is said to have been obtained by special treatment. Soft 
rolled sheets are accredited with a strength of 42,000 pounds 
and 15 percent reduction of area; hard rolled sheets with 
52,000 pounds and 3 percent reduction of area. Wire drawn 
from this alloy is given 41,000 pounds and ro percent reduction, 
while 53,000 pounds has been shown when the raw material 
was forged before drawing. When magnalium contains less 
than a certain percentage of aluminum it cannot be rolled, 
but can readily be drawn. In such case a bar has been shown 
to give 60,000 pounds per square inch tensile strength and a 
tube 74.000 pounds. 

The metal is very close-grained, thus facilitating polishing. 
It can be turned at very high speed in a lathe, and will readily 
hold lacquer for polishing or etching. It is hard, but when 
annealed may be made so ductile that it can be rolled or 
beaten like silver. It is said to be practically impervious to 
the action of most acids and salt water, and as such to be 
peculiarly fitted for use in ship work and elsewhere, where it 
is necessary to resist corrosion. 

Among the numerous articles which have been made of 
magnalium might be mentioned parts of delicate and other 
machinery; steam and water valves; optical instruments, and 
various parts of automobiles, bicycles and gasoline engines, 
such particularly as engine bases, ete. 


Vanadium Steel. 

Much interest was manifested in a recent exhibit by the 
Vanadium Sales Company, of Pittsburg, Pa., of vanadium 
products. The variety of the specimens was considerable, 
including open hearth and crucible steels treated with vanad- 


ium, vanadium cast iron, vanadium steel castings and vanadium 


copper and bronze, of considerable hardness, strength and 
ductility. 

In drop forgings, vanadium steel flows quite readily in the 
die, its heat treatment being very simple. No more trouble is 
experienced in machining it than is met with in the ordinary 


International Marine Engineering 


AUGUST, 1908 


steel with an equal proportion of carbon. The forgings take 
a high finish. Its peculiar quality to resist deterioration, 
arising from vibration, strain and fatigue, is exemplified in 
the service of a large number of vanadium steel springs now 
in use. A locomotive tender truck spring exhibited had been 
straightened 10,0c0 times under much greater force than 
would have been necessary to flatten any other type of spring, 
and this without any permanent set. Among the other ex- 
hibits was a wheel taken from under a locomotive tender 
weighing 140,000 pounds, this wheel having run 26,875 miles 
and showing a wear of but 1/16 inch in diameter. The 
average life of the regular steel wheel is only a little more 
than 10,000 miles. 

A six-throw crank shaft for an automobile was another 
item. Still another exhibit was part of a torpedo, recently 
tested with gratifying results. Where great strength, tough- 
ness and power of resisting shock are desired, this material 
seems to have a large future before it. 


A Multipolar Generator Set. 


The Castle type dynamo set is made by J. H. Holmes & Com- 
pany, Newcastle-on-Tyne, the dynamo being coupled direct to 
a vertical engine, both on the one bedplate, and especially 
designed for use on shipboard. The engine is of the slow- 
speed type, all wearing parts having large surfaces and being 
supplied with efficient lubrication, so that continuous running 
involves no risk of heated bearings. The moving parts are so 
balanced as to run without vibration or excessive wear. 


In many cases 


Steam pressures up to 170 pounds are used. 
a simple engine is fitted. but in some cases compound engines 
are substituted, running at the same speed, but necessarily 
more expensive per installation. 

The type illustrated is built in a large variety of sizes, 


ranging from 1.1 to 185 kilowatts. The range in speed is 
from 450 to 300 revolutions per minute, all being designed for 
100 volts. The smallest in the regular list has a cylinder 4 
inches in diameter by 3 inches stroke, and measures complete 
4 feet 2 inches in length, 18 inches in width and 3 feet 4 inches 
in height. The largest engine listed has.a 9-inch cylinder with 
7-inch stroke, and measures complete 6 feet 8 inches in length, 
2 feet 10 inches in width and 5 feet 9 inches in height. 


August, 1908. 


TECHNICAL PUBLICATIONS. 


Lloyd’s Register of American Yachts. Size, 9 by 7 inches. 
Pages, 454. Colored plates (flags), 45. New York, 1908: 
Lloyd’s Register of Shipping. Price, $7.50 (30/—). 

The sixth annual volume shows a material increase in size 
over last year, and has been thoroughly revised in all particu- 
lars, especially in those relating to the engines of the rapidly- 
growing fleet of cruising launches. There are listed a total of 
3,670 yachts, both sail and power, owned in the United States, 
Canada and the West Indies, with a total of some 3,500 yacht 
owners. The color plates give 2,013 private signals of 
American yachtsmen, and the burgees of 365 yacht clubs. 

One of the most interesting features of the book, as showing 
the growth of American yachting, 1s the list of the yacht clubs. 
The first American Yacht List. published in 1874 by the late 
Neils Olsen, listed a total of thirty-two yacht clubs, and the 
greatest number listed prior to the establishment of Lloyd’s 
Register of American Yachts was about 170. Lloyd’s club list 
has grown steadily since 1903, until it has now reached a total 
of 386 clubs distributed in all parts of the United States and 
British North America. Not a few of these clubs have been 
established during the past winter. 

This great increase is made up in three ways: first, of yacht 
clubs established in new localities; second, of new clubs estab- 
lished to meet the recent growth of the sport in localities 
where many clubs already exist. The third class of clubs, a 
large one and distributed in all parts of the country, is made 
up of the so-called “power boat,’ “motor boat” and “launch” 
clubs, organized by men who have no special interest in the 
older forms of yachting, but are enthusiasts in the cause of 
the modern power boat. 


British Engineering Standards Coded Lists. Vol. V. 
Size, 8% by 11 inches. Pages, 411 + xxxix. Structural 
Steel for Shipbuilding and Marine Boilers. Steel Castings and 
Forgings for Marine Purposes. Marine Code compiled by 
James Adamson. London, 1908: Robert Atkinson. - Price, 
25s. net. 

The British Standard Marine Code is designed for the use 
of shipowners, ships’ officers, shipbuilders, marine engineers 
and all those handling marine material, whether afloat or 
ashore. The latest details in all the various matters coming 
within the scope of modern marine engineering are carefully 
and systematically dealt with; and as the compiler has had a 
long experience of requirements for ships under various cir- 
cumstances, he has incorporated the results in a most con- 
venient form for ready reference by every one whose duty or 
interest lies in the direction of shipping and ships, sea or 
river navigation. 

The code is divided into sections, and the index itself is a 
useful compilation for general service by all those whose busi- 
ness is connected with water-borne traffic. The ship is dealt 
with in a great many varied circumstances of location, of 
suitability for cargoes, of damage and repairs, under condi- 
tions derived from experience, including dry-docking and 
surveying necessities or requirements. The machinery in all 
details of latest equipment of turbine, watertube boilers, 
forced draft, hydraulic, electrical, refrigerating, steering gear 
and deck machinery are treated fully for repairs in all cases 
where found necessary. 

In addition to the propelling machinery, all other machines, 
such as evaporators, feed-water filters and feed-water heaters, 
are also treated fully, with phrases for reporting condition of 
machinery, details, repairs, or renewals required; also order- 
ing phrases for material connected with boilers and ma- 
chinery, whether propelling or auxiliary. The propeller is 
dealt with under every circumstance; and with the assistance 
of a convenient.sketch, a shaft can be ordered by telegram in 
full detail, or dimensions confirmed. The turbine has a sec- 


International Marine Engineering 


367 


tion to itself, and is given in minute particulars for all classes 
of repairs. The diagram for the location of turbine units, 
together with the phrases, will be found most useful. 
Besides the marine code, this volume contains coded list of 
the British standard sections, and specifications for structural 
steel for shipbuilding, for marine boilers, ingot steel forging 
and steel castings for marine purposes. The great value of a 
good index in saving time and temper is well known; this has 
evidently been kept in view by the compiler of the code. 


By L. L. Bernier, M. E. 


Autogenous Welding of Metals. a 
1é 


Size, 444 by 6% inches. Pages, 45; illustrations, 32. 
Boiler Maker, New York, 1908. Price, $1.00 (4/-). 

This work gives a detailed description of the various means 
employed for obtaining high temperatures for the welding of 
metals. The most common forms of apparatus are thoroughly 
described, and an account is given of how this process has 
been applied commercially. The book gives a comparison 
as to cost, suitability for various kinds of work and ease of 
handling of the various types of blow-pipe burners in use. 
The three important burners described are the oxyhydric 
burner, using oxygen and hydrogen; the oxyacetylene burner, 
using oxygen and acetylene, and the oxygas burner, using 
oxygen and illuminating gas. Comparison is made in the 
case of portable welding apparatus between blow-pipes using 
dissolved acetylene and oxygen and hydrogen, and, in the case 
of stationary welding apparatus, between oxyacetylene blow- 
pipes, using acetylene supplied by a generator, and the oxygas 
blow-pipe. In both cases the subject is thoroughly discussed 
from the point of view of the comparative cost prices of the 
two systems and from the point of view of easiness in 
handling and application. Charts are given on which curves 
have been plotted showing the total cost per unit distance to 
weld various thicknesses of metal by each of these systems. 
The curves show the total cost, including gas and workman- 
ship, and also the cost in gas alone. 


The Log of the Blue Dragon. By C. C. Lynam, M. A. 
Size, 6% by 934 inches. Many illustrations, including maps. 
Oxford, 1908: Slatter & Rose. Price, 6/— net ($1.50 net). 

The marine engineer has to take into consideration a large 
number of conditions not immediately concerned with the 
question of machinery, and in consequence has a closer in- 
terest in the sailing ship than would appear at first sight. 
For this reason we make no apology for referring briefly to 
a new (second) edition of this work, which is a record of 
numerous cruises in a small boat the skipper of which is a 
well-known amateur sailor. His cruises range from Oxford 
on the River Thames, around the south coast of England and 
to the north of Scotland. Dangerous and difficult navigation 
is entailed in such a trip, and the logs are a record of great 
interest to anyone interested even remotely in the sea and in 
things marine. Those marine engineers, and they are many, 
who themselves regard sailing as a useful hobby, because it 
brings them into close touch with the conditions in which their 
inventions are tested, will find the book full of fascinating 
interest. 


The Naval Pocketbook for 1908. Edited by GS. L. 
Clowes. Size, 3% by 5 inches. Pages, 991. Numerous illus- 
trations. London, 1908: W. Thacker & Company, 2 Creed 
Lane, E. C. Price, 7/6 net ($2.00). 

This is the thirteenth year of a series of annual volumes 
dealing with the navies of the world, and giving much detailed 
information regarding the individual ships of which those 
navies are composed. These details include the usual dimen- 
sions, power, speed, battery and armor, and a considerable 
amount of miscellaneous items. There are also lists of the 
different types of guns used in various naval services, a com- 
plete table of the drydocks of the world and other subsidiary 


368 


tables. The last section includes outline sketches, showing 
battery and armor distribution of the principal ships of 
the various powers. : 

The work is decidedly conservative, in so far as information 
and illustrations are concerned, of the very latest ships laid 
down by Great Britain, Germany and Japan. It is true that 
extraordinary efforts are being made by these powers to keep 
the details from becoming public; at the same time much is 
known and much more is very closely surmised, so that 
sketches have been made representing probably the correct 
arrangement of the battery, and; to a certain extent, of the 
armor. This conservatism has led to the omission of sketches 
of such well-known ships as the British Jndomitable class and 
the American Delaware class, in both of which the battery 
arrangements are thoroughly 
also. 


and the armor 
In spite of these failings, however, the work is a very 
valuable compilation, and enjoys a deserved popularity. The 
number of ship illustrations is 127, representing probably 
upwards of 400 ships, because of the fact that very many 
illustrations cover several sister ships. 


well known, 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


Q. 411.—Give-a rule for figuring the pressure to be 
spring-loaded safety valve. 

2.—What is the coal consumption of the Lusitania or Mauretania per 
voyage, per horsepower, etc.? oS 


A.—The load to be placed on a spring-loaded safety valve 
would be equal in pounds to the area in square inches of the 
inside of the valve in communication with the steam inside the 
boiler, multiplied by the pressure in pounds per square inch at 
which it is desired to blow off. If the area of the valve is 6 
square inches, and it is desired to blow-off at 200 pounds per 
square inch, the spring should be so adjusted as to create 
a thrust against the valve seat of 1 200 pounds. 

2. Regarding the coal consumption of the Lusitania, a 
paper read before the Institution of Naval Architects in April 
is reprinted on another page in this number, and gives the 
information desired. 


placed on a 


Q. 412.—Regarding Lightship Number 88, at page 375, in your Sep- 
tember, 1907, number, you give the beam as 29 feet; at page 197 in 
May, 1908, you give it as 27 feet. Which is correct? ACB 


A.—We are informed by the Lighthouse Board that the 
molded beam of this vessel is 29 feet. 

Q. 413.—Please differentiate between the Clyde boiler and the Scotch 
boiler. G. W. T. 

A—tThe Scotch boiler is one having one or more internal 
flues or furnaces, with return tubes around and above these 
flues for the passage of the products of combustion to the 
up-take and funnel. The front end of the furnace is located 
at the front of the boiler. The rear end of the furnace opens 
into a combustion chamber, which connects the furnace with 
the tubes. The tubes, furnace and combustion chamber are 
entirely surrounded by water (except, of course, in the front 
end, where the furnace is arranged for firing and the tubes 
for discharging the products of combustion up the stack), 
this water being contained within the cylindrical shell of the 
boiler. This boiler is also known as the cylindrical marine 
boiler, and sometimes as the return tubular boiler. 

The Clyde boiler is of the same general type, except that 
the combustion chamber is not surrounded by water. For 
this reason it is often called a “dry-back Scotch boiler.” It is 
not used to any extent in marine service, and has in general 
only one furnace, where the Scotch boiler frequently has four. 

The Scotch boiler is often made double-ended, each end 
being a duplicate of the other, and having usually either three 
or four furnaces in each end. In such case the combustion 
chambers for the two ends are sometimes merged into one 


International Marine Engineering 


AuGust, 1908. ° 


common chamber, but more often two chambers are used, 
separated by a water space with a thickness of 4 or 5 inches. 


OBITUARY. 


John B. Roach, president of the Delaware River Iron Ship- 
building & Engine Works, Chester, Pa., died suddenly June 
16, at the age of 68. This yard attained prominence 25 years 
ago by constructing the first four steel vessels (the A, B, C 
and D) of the “new” United States navy—the Atlanta, Bos- 
ton, Chicago and Delphin. Among the later products of the 
yard are the two turbine steamers Yale and Harvard. The 
yard, under the management of Mr. Roach, and, previously, 
of his father, John Roach, attained an enviable reputation for 
careftl and thorough werkmanship. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specificaticn does 
not necessarily imply editorial commendation. 

American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
1D), C, 


884,474. RECIPROCATING PROPELLER. 
HAWARDEN, IOWA. 

Claim 2.—A propeller comprising a plurality of tubular outer cas- 
ings, having formed in their upper and lower sides longitudinally 
disposed guide channels, tubular inner casings adapted to fit and slide 
in said outer casines, guide studs arranged on the inner casings to 
engage the guide channels in said outer casings, whereby the inner 
casings are guided and steadied in their movement in_ said outer 
casings, means to reciprocate the inner casings, pivot shafts arranged 
therein, wings or blades pivotally mounted on said shafts and adapted 
to swing inwardly and outwardly to open and close the inner casings 
when same are reciprocated, and means to prevent said wings from 
folding entirely together when swung inwardly to open said casings. 
Three claims. 

884,912. CONSTRUCTION OF 
JOHN T) DUNCAN, CARDIFF. 
~ Claim 1.—In a_ screw-propelled ship, a shaft tunnel, a roof to 
said tunnel extending to the sides of the ship, and permanent water 


WILLIAM DAWSON, 


SCREW-PROPELLED SHIPS. 


ballast tanks on each side of said tunnel, located beneath the extended 
roof thereof. Jive claims. : 
885,038. PROPELLER. ALBERT GNAEGY, CHESTER, ILL. 
Abstract.—This invention relates particularly to that type of pro- 


pellers having shiftable or reversible blades to facilitate the movement 
of a vessel in opposite directions. One claim. 


August, 1908. 


885,087. SUBMARINE VIEWING 
SAMAHA, WASHINGTON, D. GC. 

Claim. 1.—The combination with a hull, of a submarine viewing 
apparatus comprising a single search light, and a plurality of. fixed 


APPARATUS. MANSOUR 


BSS SSSSSSESSSSS SS ANTAL NNNNN 


\ 
NE a il > La 
H 4 
‘a A 
H 
| H 
u “ah H 4 
SPO TROT LY PATER PROOF ET VOT TPIT GEL LEE. db tedss 
Liat Lite 


SSASSSSSSSSSSSSSSESSSSSSSSSS NNSA ASTON 


optical tubes arranged at different distances from the axis of the search 
light, each having its axis arranged to intercept the axis of the search 
light at a predetermined distance from the hull. Fourteen claims. 


885,109. SCREW PROPELLER. ANEOIWUNS JR, Yo APIRAO SSS}, 
LONDON. 
laim 1.—In a screw propeller, the combination of an elongated 
boss tapered at the ends, and screw blades thereon of such a length 


TT 


that there is no complete interval between the turns in end view, such 
boss and blades comprising a series of lamine each having arms, and 
central shaft-receiving boss portions secured together in such relation 
to one another as to form helicoidal blades, each lamina being tapered 
from the tip toward the boss. Six claims. 


885,174. PROPELLER WHEEL. HARRY J. PERKINS, GRAND 
RAPIDS, MICH., ASSIGNOR OF ONE-THIRD TO FREDERICK 
L. PERKINS, AND) ONE-THIRD TO CHARLES E. .PERKINS, 
GRAND RAPIDS. 

Claim 2.—A propeller wheel comprising a hub and a blade whose 
forward edge, when projected on a plane perpendicular to the axis, 


[ester 
TERR 


commences tangential to the hub, thence extends spirally around the 
hub in a harmonic curve for 180 degrees, and thence is prolonged in 
a curve having a radius equal to the radius of the entire wheel, and 
with its center on a line struck from the outer end of said curve, 
and perpendicular to a line tangential to said curve at its outer end, said 
edge being curved rearward in substantially a cycloidal curve when 
projected on a plane parallel to the axis. Four claims. 


885,250. PROPELLER. GEORGE W. HOPKINS, BROOKLYN, 
NEW YORK. 

_. Claim.—A propeller comprising a central hub which is cylindrical 
in form in cross section, and provided with two spiral blades which 


do not extend entirely around the hub, and-the width of which in- 
creases rapidly from the front end to the rear end thereof, and the 
radial width of which is greatest at the rear end, where they termi- 
nate in straight lines which are oblique to the axis of the hub, and 
approximately tangential to the periphery thereof. One claim. 


885,312. STEERING GEAR FOR BOATS. 
PORT HURON, MICH. 

Claim 1.—A steering gear for boats comprising, in combination 
with the rudder and a rudder-actuating mechanism located abaft amid- 
ships and provided with a controlling device, a steering wheel located 
at the forward part of the boat, and a rigid inextensible connection 


International Marine Engineering 


EARL C. AKERS, 


309 


between said wheel and the controlling device of the rudder-actuating 
mechanism, arranged to operate the latter in both directions of move- 
ment of said connection, said connection serving to promptly transmit 
to the rudder the steering movements of the wheel, and operating to 
maintain the relation of the steering wheel to the rudder. Twenty-two 
claims. 

885,370. HULL OF VESSELS. 
TOWN, CONN. 

Claim 38.—The combination with the hull-of a vessel provided with 


ISAAC E. PALMER, MIDDLE- 


a shaft bearing and bilge keels, of fins projecting in opposite direc- 
tions from the shaft bearing, and forming an, extension of the bilge 
keels. Three claims. 
885,774. CONVEYING 
SOUTH ORANGE, N. J. 
Claim 13.—In combination, two boats advancing on courses in par- 
allel, a cableway connecting the same containing a supporting rope and 


APPARATUS. THOMAS S. MILEER; 


a load carriage traction rope, a take-up and pay-out mechanism on one 
of said boats exerting tension on said supporting rope, and a take-up 
and pay-out mechanism on the other of said boats exerting tension on 
said traction rope. Twenty-seven claims. 


886,621. TRANSPORT VESSEL. OTTO MEHRTENS, KIEL, 
GERMANY, ASSIGNOR TO FRIED. KRUPP AKTIENGESELL- 
SCHAFT GERMANIAWERFT, KIEL-GAARDEN. ; 

Claim 1.—A transport vessel having a double hull extending through- 
out the bottom and up to the harbor deck, and a sea-proof superstruc- 
ture surmounting the harbor deck, and having side walls extending 
directly from the inner wall of the hull and inclined to the horizontal 
at an angle approximately corresponding to the rake or slope of the 
cargo. Two claims. ; 

886,850. PROPULSION OF VESSELS. 
MILAN, ITALY. 

Claim 2.—A navigable vessel having recesses in the bottom thereof on 
opposite sides of the keel at a distance from the bow equal to about one- 


GIOVANNI PERTOT, 


third the vessel’s length, and propellers mounted on the rear ends of 
driving shafts, which are inclined to the horizontal in vertical planes 
parallel with the longitudinal axis of the vessel, the propellers turning 
in part within said recesses, but acting mainly on the outside fluid. Two 
claims. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 


don, W. C. 
25,896. BOLLARDS; CABLE-STOPPERS. F. S. PETT, DOVER. 
Fairlead rollers are mounted on pins which pass through the bed- 
AN 


SI 


plate and a flange cast in one with the bollard. The rollers may be in 
any position adjacent to the bollard, and a cable stopper may be fitted 
between the bollards, for use in conjunction with the fairlead rollers. 


26,182.—SEA-SOUNDING APPARATUS. W. THOMSON, KEL- 
VIN, BARON, F. W. CLARK, AND KELVIN & JAMES WHITE, 
GLASGOW. 

The machine is modified by mounting a motor below the reel to drive 
it through bevel-gearing for winding-in. A smooth-surfaced wheel 
facilitates handling when the wire is being rapidly wound in. 


370 International Marine Engineering Aucust, 1908. 
25,628. SALVAGING SHIPS. A. BECCHI, AND G. B: TA- plate is vertical during one stroke, and horizontal during the return 


RANTINI, GENOA, ITALY. 

A self-propelled apparatus for burrowing underneath a sunken ship, 
carrying a rope with it, consists of a casing provided externally with two 
propellers or screw augers on shafts which are set at-an angle to one 
another. The propellers are driven by a motor, which also actuates a 
pump used to empty the ballast tank. When the apparatus has reached 
the bottom of the ship, the intake valve is closed, and the ballast tank 
begins to empty. 

27,133. SCREW. 
KINOSAKT, JAPAN. 

A fixed or hinged tube is situated around the screw propeller and 
is flared at its forward and after ends, the cross-sectional area decreas- 
ing from each end towards the mid-length or a point situated a little for- 
ward of the mid-length of the tube. The screw propeller is situated at 
the most contracted portion of the tube, so that it may operate in water 
having a relative velocity much higher than the forward speed of the 
vessel. The outlet area is slightly less than the inlet area. The tube 
may be in two parts, covered with plating, fitting flush with the outer 
surface, and it may be pivoted so that it may be turned to steer the 
vessel. 


PROPELLERS. Y. WADAGAKTI, NODEO, 


27,181. 


27,181. SCREW PROPELLERS. A. RIGG, LONDON. 

A screw propeller is mounted within a casing or tunnel which 
is fitted astern of the propeller, with fixed or adjustable guide blades, P. 
The casing is constructed with a bell-mouth forward, or forward and 
aft, the narrowest portion being situated between the propeller and the 
guide blades. The exterior of the casing is onl with a suitable 
filling, in order to present a smooth outer surface. 


27,235. SCREW PROPELLERS; PROPELLING BY WATER- 
JETS. W. LOVIS, AND A. RANKIN, LONDON, 'E. 


The blades of screw propellers are provided with perforations 
to which are attached tubes leading to the boss. Connected with 
the tubes are tubes telescoping in the casing, which is slidable on the 
shaft. Rotation of the propeller forces water through the tubes into 
the casing, from which it discharges, through pipes, to the after end of 
the propeller boss, to assist in propulsion. 


27,235. 


27,940. ELASTIC FLUID TURBINES. E. BROWN, OF BROWN, 
BOVERI & COMPANY, BADEN, SWITZERLAND. 

Relates to controlling valves for marine turbines which con- 
trol the engines from a single point, and comprises means whereby some 
valves are positively held in the closed position while others are opened. 
The valves are actuated by a rack-driven cam-bar, which bears against 
rollers. In another form, the valves are operated by a worm-driven 
cam, which acts on pivoted’ levers. In both forms, a spring connection 
is provided between the valve and the spindle, to take up any slack. 


27,409. ELASTIC ELUID TURBINES. R. PAWLIKOWSKI, 
GORLITZ, GERMANY. 

The loss of steam through the clearance spaces of a steam 
turbine is prevented by causing the steam to impinge upon guide and 
moving vanes which are not parallel, so that the steam passes along 
cylindrical surfaces concentric with the drum. In one form, this is 
accomplished by arranging straight vanes obliquely to the radii; in 
another form, the vanes are bent longitudinally so as to form involutes 
to the drum. A further method, applied to involute vanes having a 
portion bent backward, consists in twisting the vanes so that their axes 
lie obliquely to the generatrix of the cylinder. The ipvention may be 
applied to either the guide or moving vanes, or to both. 


27,565. SHIPS. PROPELLING BY RECIPROCATING PLATES. 
J. CRAVEN, THORNTON, YORKSHIRE. 
A number of plates are housed in recesses in the side of a ship, 


and are connected to shafts, linked by arms to rollers, the shafts and 
rollers working in two guides. The first guide is a straight slot, and 
the shaft which slides in it is connected to the piston of the engine. 
The roller moves along the curved guide in such a manner that the 


stroke. A modification is described in which the roller is replaced by a 
toothed wheel engaging a rack on the guide, 


27,917. SHIPSY SPEBRING (GEAR. VICKERS, | SONS 7& 
Seat BARROW, AND A. T. DAWSON, WESTMINSTER, 
i N. 


Arrangements are made to bring electric or other motive power 
automatically into action for augmenting or replacing the manual 
operation of the apparatus. The steering wheel is mounted on a shaft, 
which passes loosely through a sleeve havine vpon it a worm in gear 
with a pinion, loosely mounted on the vertical shaft. The pinion drives 
the bevel gears and rotates the vertical sha‘t, connected by bevel wheels 
to the horizontal shaft, by which the steeiing gear is operated. 


28,367. SHIPS’ CABINS. N. CHAMBERLAIN, J. STOKES AND 
HOSKINS & SON, NEPTUNE WORKS, BIRMINGHAM. 

Portable rooms or cabins are constructed of sectional bulkheads 
or partitions, retained in position by cross-rails or their equiva- 
lent, detachably secured to stanchions fitted between the decks. The 
side of the cabin in which the door is situated is constructed of three 
sections. The edges of the central section, containine the door, are 
convex in form and fit into the concave edges of the other two sections. 
The remainder of the sections which form the cabin are similar to the 
latter two sections, so that they may be interchangeable. The pieces of 
each section are stiffencd by bars of trough or channel section, and by 
the socket bars which carry the berths. 


28,487. SCREW PROPELLERS. J. R. PORTER, MIDDLESEX. 
One or more cylinders, which are wholly immersed, are fixed 


to the vessel by struts, and carry within them shafts upon which are 


28,447. SHIPS’? TANKS. 
DENMARK. 

In ships provided with top water-ballast tanks arranged along 
the sides, warm water from the condenser is pumped through 
these tanks, instead of steam, to prevent the water in them from freezing. 


29,063. ANCHORS. G. HEPBURN, LIVERPOOL, AND J. E. 
FLETCHER, DUDLEY, WORCESTERSHIRE. 

In stockless anchors of the type in which the shank is _ pro- 
vided with trunnions, which fit in sockets in a cavity in the head, and 


I. P. B. KNUDSEN, COPENHAGEN, 


is) 
] Aj 
Wi 


are held in place by blocks, the bolts securing the blocks in position are 
set obliquely, one end being in the crown of the anchor and the other 
between the trippers and the flukes. To insure good and sound cast- 
ings, a cavity is cored out, and the metal of the crown is carried to the 
trippers in a plain flush surface. Two webs are provided when the 
flukes meet the head of the anchor, forming cavities which contain the 
nuts of the bolts. 


29,407. ELASTIC FLUID TURBINES. 
OERLIKON, ZURICH, SWITZERLAND. 

Turbine blades are axially riveted in undercut grooves formed 
on the periphery of the rotor. The bottom of the undercut grooves may 
be provided with a second annular- groove, into which the roots of the 
vanes or distance pieces may or may not extend. 


29,442. PROPELLER SHAFTS. R. THOMPSON, WEST HART- 


LEPOOL. ye ; 
The tail shaft is enlarged at the parts that adjoin the brass liners, and 
are most liable to corrosion, instead of being of uniform diameter 


MASCHINEN FABRIK 


H) 
ti 


| 


“NN CEA 


throughout. Collars are forged on the shaft, and the recessed surfaces 
between them accommodate brass liners, which are cast in place. The 
thinned-off edges near the collar insure a minimum of electric action, 
and consequently of corrosion. 


International Marine Engineering 


Ms : SEPTEMBER, 


1908. i, % \ 


\ 


The Detroit & Cleveland Navigation Company’s new 
steamer, City of Cleveland, designed by Frank E. Kirby, 
naval architect, Detroit, and built by the Detroit Shipbuilding 
Company, is of the following dimensions: . 
INGty LONnn agen sae errees is cicietacien als ....2,403 ; gross, 4,568 


Wengthvover alltenanc.cccc classe ccticccs ¢ 404 feet, 
Wengthronwkee Mameprren voce ac ones 390 feet. 
Beam shul leeaepemerarercs ochre aanecce esas 54 feet, 
Beam One? GEERCS. oc0g000c00ce000000000 g2 feet 6 inches. 
JOY nid era erersd cio c.0 10.0 0 CBee Olt eRe eT cae Pee Domieets 


THE LAKE PASSENGER STEAMER CITY OF CLEVELAND.\,— 


latter the garboard strake (4) and Sirake I ‘measure 22%4 
pounds amidships and 16 pounds. at the ends,—Strakes B, C 
and ) measure 21 and 16 pounds amidships and at the ends. 
Strake E is 25 and 16 pounds; H is 271% and 16 pounds; K is 
25 and 13 pounds; and S is 25 and 13 pounds, with a 25- 
pound doubling plate in way of shaft. The tank top plates 
measure 13 pounds in machinery space and 11 pounds forward 
and aft, with margin plates of 16 and 13 pounds respectively. 
The vertical center line keelson is 42 inches by 18 pounds. 
The frames above the double bottom consist of 6 by 3%-inch 


A CORNER OF THE CONVENTION HALL OR SMOKING ROOM ON THE CITY OF CLEVELAND. 


(Six Photographs, Copyright, Detroit Publishing Company.) 


The hull is constructed of mild steel, divided into ten com- 
partments by watertight cross bulkheads. A double bottom 
is fitted, extending nearly the entire length and divided into 
compartments, which provides for the safety of the ship in 
event of grounding, and can be used to vary the trim and the 
draft by means of water ballast. Powerful pumps are fitted 
for this purpose. A steadying tank of 100 tons capacity is 
provided, to check the rolling in a heavy sea. 

The shell plating includes a keel 36 inches by 30 pounds 
amidships, and nine strakes amidships on each side. Of the 


by 15-pound channels, with occasional web frames of 16 
pound plate, fitted with double 5 by 3-inch by 9.8-pound angles 
at the inner edge. Between the double bottom and the main 
stringer plate are two fore-and-aft stringers, consisting in 
each case of a 6% by 354-inch by 21-pound Z-bar, backed up 
by an angle 3 by 3 inches by 7.2 pounds. The main stringer 
measures 45 pounds, decreased to 13 pounds at the ends, and 
is provided with a 30-pound doubling plate at the shaft. 

The main deck beams are channels, 12 inches by 30 pounds 
for one-half length, decreased successively to 25 and 20% 


a 


International Marine Engineering 


SEPTEMBER, 1908. 


THE CITY OF CLEVELAND RUNNING AT FULL SPEED ON LAKE ERIE. 


pounds. ‘They are spaced 5 feet between centers. These 
beams are continued out under the guards by 6% by 35¢- 
inch by 21-pound Z-bars 5 feet apart, the latter being sup- 
ported, as shown on midship section, by a cantilever frame 
work, the lower member of which is a T-bar, 4 by 4 inches 
by 13.7 pounds, while the other members are angles, 3 by 3 
inches by 7.2 pounds. The promenade deck is supported by a 
frame of transverse I-bars, 15 feet apart and measuring 7 
inches by 20 pounds, upon which are mounted, on each side 
of the center, five longitudinal I-bars of the same size, carried 
upon 13-pound rider plates. These longitudinals carry 
wooden deck beams measuring 47% by 27% inches, and spaced 
two feet between centers, upon which is laid the flooring. 
One photograph shows very clearly this arrangement. The 
deck beams above this are of wood, as indicated on the 
drawing of the midship section, page 378. 

As shown in the longitudinal section, a very heavy frame- 
work is built up as a support for the paddle wheel shaft and 
to take the thrust of the engine. 


The plates are 16 pounds 


per square foot. Running fore and aft in the boiler room are 
auxiliary longitudinals, consisting of 15-inch channels, to 
compensate for the cutting of beams by the up-takes and 
funnels. The engine bedplate measures 25 feet 2 inches 
athwartship at the crank end, and 7 feet forward and aft 
on the inclined line. The cylinder foundation is upon a 
separate portion of the structure further aft. 

The ship has seven decks; the main deck is of steel, 
sheathed with wood, to deaden the noise of handling cargo, 
for which the main portion forward of the machinery is 
used. The passenger entrance is located aft of the machinery, 
and forms a large lobby fitted with wide stairs extending to 
the upper decks, on which are located the staterooms, parlors 
and public rooms. Additional access is provided to all decks 
by a passenger elevator, with-entrance off the lobby. 

As shown in the longitudinal section, the central part of 
the orlop deck and hold is occupied by machinery. The for- 
ward end of the‘hold contains the dynamo room, fresh water 
tanks and space for stores; the after end contains the steering 


BAGGAGE SPACE ON MAIN DECK. 


OVERHEAD IS SHOWN THE UNIQUE SYSTEM OF DECK BEAMS. 


SEPTEMBER, 1908. 


and ventilating engines, galley stores, fresh water tank and 
refrigerator. The entire forward end of the orlop deck is 
arranged for the crew, space being here provided for eighteen 
seamen, nine firemen, nine coal passers, thirteen in the engine 
room force, twelve galley men, thirty-five waiters, fifteen 


ft THE GALLERY AFT, SHOWING STAIRS LEADING 


porters and twenty-four miscellaneous, making a total of one 
hundred and thirty-five. The after end of this deck is occu- 
pied by the galley, stretching from side to side of the ship; 
the pantries; the main dining room, which contains twelve 
round tables seating six each; two private dining rooms, seat- 
ing respectively six and fourteen; and the buffet lunch room. 
These are constructed entirely of steel and made fireproof. 
The main deck extends the full width of the ship over 
the guards. Nearly the entire portion is open for the stowage 
of baggage and freight. At the forward end is the windlass 


International Marine Engineering 


373 


room for handling anchors, while provision is here made for 
carrying a few horses. Along the sides of the freight space 
are the paddle boxes, mess rooms and toilet rooms for 
The after end is taken up with 
baggage rooms, the grand entrance lobby and two cabins. 


various members of the crew. 


UP FROM LOBBY ON MAIN DECK.—A PARLOR SUITE. 


This deck includes quarters for seventeen of the crew, in- 
cluding the chief engineer and the purser. 

The promenade and gallery decks are given up almost en- 
tirely to passenger accommodation. Down the center line are 
engine and boiler casings and ventilators, as well as stair- 
cases. On each side of the center line are three rows of 
staterooms. The two outer rows are arranged as “tandem” 
rooms, each having air and light from outside. The inner row 
obtains air by means of special ducts. The upper deck has 
a, broad promenade space on the outside of the deck house, 


374 


and, as a result, there is ‘space for only a single row of state- 
rooms. At the forward end of this deck are quarters for the 
navigating department, including the captain and ten others. 
Six musicians and the wireless telegraph operator (Clark’s 
system) are also accommodated on this deck. 

Aside from the cabins on the main deck, and the broad 
hallways and gallery, the only public gathering room is on 
the upper deck, surrounding the after funnel. This is known 
as the “Convention Hall,” but is more properly the smok- 


International Mlarine Engineering 


SEPTEMBER, 1908. 


the vessel appears to tend towards simplicity. Beautiful ex- 
amples of Circassian walnut quartering are seen in a number 
of the apartments; while the gallery is paneled in mahogany, 
with the style of Louis XVI. The decorative work was de- 
signed by Louis O. Keil, Detroit. The decorative ceiling and 
panel paintings are due to William de L. Dodge, New York. 
Above the main staircase in one of our illustrations will be 
seen a frog, the “patron saint” of the line. Since the photo- 
graph was taken, the ship’s clock has been added to this 


Dometic) 8 Re RO ee nS a i eee ee ed 
Le esead aot Se 
Trunk Deck I 
| Staterooms at Sides Galley Engine Smoking 
| Upper Deck Vent Vent Room 
| Double Rows of | 
| Gallery Deck Staterooms at Sides 


Double Rows of 


Promenade Deck Staterooms at Sides 


——= i= = 


Lobby 


= 


my 


Z r intaae are ry 
Men’s Cabin Women’s Cabin 
Main Deck 
i —— a 
S| | 


Dining Room 


Galley 


atcha we 
Td CCC 


AFTER END—LONGITUDINAL SECTION—THE 


ing room. It measures 51 feet in length by 23 feet in breadth, 
and is tastefully upholstered in leather. Among the 342 
staterooms are twenty cabins de luxe, or “parlors,” each with 
a private bath. Eight of these baths are tubs, while the 
other twelve are showers. These parlors, which are located 
on the promenade and gallery decks, are very daintily dec- 
orated. Six of them are provided with private balconies at 
the ship’s side. The whole scheme of decoration throughout 


110 W.T. 106 i100 ot 8&8 84 


LAKE PASSENGER STEAMER CITY OF CLEVELAND. 


frog, which greets everyone going up the main staircase from 
the entrance lobby. 

The boat equipment consists of twelve lifeboats carried on 
the upper deck, eight being 24 feet long, two 20 feet and two 
18 feet. The gallery extends through from this deck to the 
promenade deck, and by means of the main staircase aft, to 
the lobby on the main deck. An elevator runs from the orlop 
deck to the upper, passing. successively through the main, 


THE CRANK END OF THE MAIN ENGINE, 


SEPTEMBER, 1908. International Ma 


promenade and gallery. The entire vessel is equipped with 
telephone service, with an instrument in every room. Ten 
lines are provided for shore connection when the steamer is 
in port. There are rudders both forward and aft, the latter 


Dome 


Trunk Deck 


rine Engineering 375 


Pilot House 


Staterooms at Sides 


Upper Deck 


Jincob 


Office i 


Double Rows of Staterooms at Sides 
Gallery Deck 


d 


'|6 Pipe Stanchion Mast Support 


i 


| | 


i 


te! Double Rows of Staterooms at Sides | Open Deck 
ie IL Promenade Deck ee = 
mat i i in : se Serer : 5 Wp 10'x 10° Anchors 
Freight Globe Windlass 
Main Deck l| > 
fos 
P Dy a R Om [ 
ra ae TSS 
Hoon COOCAC ooo colofooiorsror TIT || | UL SZ 
60 54 a2 30 30 22 16 10 


THE LAKE PASSENGER STEAMER CITY OF CLEVELAND-—LONGITUDINAL SECTION——FORWARD END. 


being balanced. The forward rudder is fitted to facilitate 
maneuvering in narrow waters. In addition to the usual 
steam steering engine fitted to both rudders, there is fitted 
“Akers’s auxiliary steam steerer to the stern rudder. This is 
arranged to be quickly connected from the pilot house, actual 
operation requiring about ten seconds. 

For protection against fire, in addition to the usual equip- 
ment required by the United States steamboat laws, a com- 
plete sprinkler system is installed, together with a thermostat 
automatic alarm system in every room, which will give alarm 
in event of fire breaking out. All of the staterooms and 
crew’s sleeping rooms are provided with fixed washstands, 


7 


1 
“6 


534! 
ff, 


—— 


The ship is ventilated through- 
She is 


supplied with running water. 
out with cool, fresh air by the McCreery system. 
fitted with the Nicholson ship log. 

A complete electric lighting plant is provided of 2,200 lights 
capacity, including a search light of 5,000 candlepower; and 
consists of three 30-kilowatt Western Electric Company gen- 
erators, each driven by a Fuller single-acting Cornish cycle 
double-cylinder engine. 

The propelling machinery, driving feathering paddle wheels, 
consists of an inclined three-cylinder compound engine; diam- 
eter of cylinders, high-pressure, 54 inches; two low-pressures, 
82 inches each; stroke of pistons, 8 feet. The high-pressure 


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DETAILS OF CONSTRUCTION OF ONE OF 


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THE EIGHT SINGLE-ENDED SCOTCH BOILERS. 


376 


engine is fitted with poppet valves and the Sickels cut-off 
gear; the low-pressure cylinders are fitted with Corliss valve 
The main crank and paddle shafts are of steel, forged 
hollow, and rigidly coupled together in line across the ship. 
The crank pins are of steel, forged hollow. The paddle 
wheels are 29 inches in diameter, each having eleven paddles, 
14 feet long by 4 feet 6 inches wide. 

This type of engine was used because it was necessary that 
a type should be selected which would work with equal ef- 
ficiency at high and low powers. This steamer is intended to 
make two trips a day, the day trip, in which time will be 
at a premium, to be at high speed, and the night trip con- 
forming to the present schedule. It was also desirable that 
one-third of the total power should be developed in each 
cylinder, instead of having, as is usual in three-cylinder com- 
pound engines, the high-pressure cylinder developing almost 


gear. 


International Marine Engineering 


SEPTEMBER, 1908. 


and 4 feet 2% inches long over all. The cross-head pins are 13 
inches in diameter and 38 inches long over all, with two bear- 
ings, each 10% inches long. The reverse shaft has a diameter 
of 8 inches. The reversing engine is 20 by 30 inches, and is 
supplemented by hand reversing gear. The air pumps are 50 
inches diameter by 40 inches stroke, while the bilge pumps, 
7 by 40 inches, are also worked off the low-pressure cylinders. 

The usual auxiliaries are fitted, which include one duplex 
fire pump, one duplex feed pump, one simplex compound feed 
pump, one duplex sanitary pump, one duplex fresh water 
pump. In addition, a compound centrifugal fire pump, driven 


by a Kerr turbine engine, is fitted for supplying water to 
the sprinkler system, which is automatically controlled. 
Eight cylindrical boilers are provided, located in two sep- 
arate compartments. 
length 


Their diameter is 13 feet 9 inches, and 
12 feet, each being provided with two Morison sus- 


eta BSoilNal a 


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GENERAL PLAN OF THE THREE-CYLINDER COMPOUND INCLINED PROPELLING ENGINE. 


one-half and the two lows not much over 25 percent each. 
This is what ied to the adoption of the peculiar combination of 
valve gear, which is probably the first of its kind attempted 
in marine work. The result of this arrangement is that each 
cylinder has a very wide range of expansion, the cut-off point 
-in each cylinder being adjustable from the starting platform 
at from one-fourth to five-eighths of the stroke. The pressure 
in the low-pressure receivers can thus be adjusted to divide 
the total power into thirds, 

The inclination of the engine is 3.65 inches per foot. The 
main crank shaft and crank pins are hollow, measuring 22 
inches in diameter, with an axial bore of 8% inches. The 
connecting rods are 19 feet between centers, and measure 12 
inches in diameter at the crank end, 13 inches at the center 
and to inches at the cross-head end. The piston rod is 10% 
inches in diameter. The crank pins are 22 inches in diameter 


pension furnaces, 52 inches in diameter. The working steam 
pressure is 160 pounds per square inch. The boilers are 
worked with the Howden hot-draft system. Two smoke- 
stacks are fitted. 

Each boiler has a shell in two courses, each course being 
made of two plates 1 7/64 inches in thickness. The design 
of the seams shows a plate strength of 80.9 percent of the 
uncut plate, and a rivet strength of 80.35 percent. Details of 
riveting are shown on the drawing. In the upper part of the 
boiler are eighteen through steel stays in three rows; the 
upper row has stays measuring 2% inches in the body and 
2% inches in the screw ends; the others are 2% inches in the 
body and 27% inches in the ends. In the region below the 
furnaces are three through stays measuring 2 and 23¢ inches 
respectively, with bridge stays between the furnaces and the 
nests of tubes, measuring 254 and 3 inches. The staybolts, 


SEPTEMBER, 1908. 


International Marine Engineering 


377 


in connection with the combustion chamber, are 114 inches in 
diameter, and have Io threads per inch. 

Each boiler contains 360 tubes, with an outside diameter of 
234 inches. Of this number, 324 are ordinary tubes of No. 12 


drawing. A sheet steel box, 24 by 3% inches, made of 10- 
pound plate and angles 114 by 1% inches, is attached to the 
shell of the boiler on each side about midway between the 
tube sheets. This box starts at the bottom of the boiler and 


B. W. G.; the remaining 36 (marked “S”) are stay tubes of extends to about the location of the waterline. The idea 
lala Va 
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(RIE: es Press. Cyl. 
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ELEVATION OF THE PORT LOW-PRESSURE ENGINE, SHOWING ARRANGEMENT OF CORLISS VALVE GEAR. 
\ P 
Selman smamrmar a aun nil | (yess MEME ar dlls aay 4 


 _Eznaust Toe 
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ELEVATION FROM PORT SIDE OF THE HIGH-PRESSURE ENGINE, SHOWING SICKELS CUT-OFF VALVE GEAR. 


No. 7 B. W. G. These latter are thickened at both ends. to 
3 inches and screwed through both tube sheets. The tube 
sheets are 34 inch thick in front and 11/16 inch in back. The 
distance between sheets is 7 feet 11 inches. The back of the 
combustion chamber is 54 inch thick, while the boiler heads, 
which are flanged, are 1 3/64 inches. 

A novel circulating device is arranged, as shown on the 


is for water to flow down through these boxes, and thus 
create a better circulation than would naturally exist through 
the nest of tubes. unaided by such a device. 

A condition of the contract for the steamer required her 
to make an average speed of 20 statute miles per hour over 
a course on Lake Erie, between South East Shoal Lightship 
and Long Point, distance 133% miles, depth of water, 12 to 


378 


15 fathoms. The trial was made April 27, and the designed 
speed was obtained with an average horsepower of 5,717; 
revolutions, 27.6 per minute; maximum power, 6,622, with 29 
revolutions. Since that run revolutions have been increased 
to 30 under the same conditions. 


International Marine Engineering 


SEPTEMBER, 1908. 


even the dust that is always present. If a continuous current 
of air is provided, passing through living rooms, etc., the 
whole of these should be carried harmlessly away. 

In addition to the above, atmospheric air has the property 
of absorbing the vapor of water, and can therefore be em- 
ployed in cooling by evaporating moisture, such as the perspira- 
tion on our skins, and also can be employed to deliver the 
necessary moisture to the atmosphere of a room when it has 
become dry from other causes. As is well known, for com- 


fort, we require that a certain quantity of moisture shall be 
present in the air we breathe. If less than that quantity is 
my present we experience a sense of discomfort. Our tongues 
ft _ panes and the insides of our mouths feel dry. On the other hand, if 
Se i es of the air has too much moisture we experience another kind of 
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i # " (low Pp 2 
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. Cen , H 5 9 93 . 
F Tee Double 1 fresh air constantly passing through living rooms, etc., 1s 
| 33g x 31g x 9.8 Double yer 
! under Machinery necessary for health. On shore the test of pure air is taken to 
Ng S285 72 , 8x82 be the presence of a minimum percentage of carbonic acid gas. 
20 1 2% . : . . . 
He at Sea air, which is taken to be the purest form of air, contains 
rr a ¥ are. . . . 
ees eee about three volumes of carbonic acid gas in 10,000 volumes of 
fe ea ‘Elsewhere 7 3 AG 9 ond 
<* Non “o.alllo. 2-0 air. The limit taken on shore, by educational authorities and 
—2 N= 


\ MIDSHIP SECTION, 


SHOWING SCANTLINGS. 


THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY I. WALKER, M. I. E. E. 


VENTILATION, 

In the preceding sections, as explained, the writer has dealt 
with heating alone, but he has mentioned, from time to time, 
that heating and ventilating are very closely allied, that you 
cannot warm any room, for instance, or have any source of 
heat present in any room, without producing air currents, 
which necessarily ventilate to a greater or less extent. He 
now proposes to discuss the question of ventilation by itself, 
having already shown how the two can be worked together. 

Ventilation, as explained in the opening article of this series, 
is to the atmosphere of any room, or any space in which men 
have to work or live, what water is to dirt. Atmospheric air 
has the property of carrying off noxious gases, such as the 
carbonic acid gas that is given off at each breath by the lungs 
of men and animals, the exhalations that are constantly being 
given off from the skin of everyone, the microbes, bacilli, and 


others, is from eight to ten volumes of carbonic acid in every 


~ 10.000 volumes of air. 


According to the latest view of scientists, carbonic acid gas 
has been made more or less of a bogey. From tests that have 
been made it has been shown that human beings can live, 
without inconvenience, in an atmosphere containing a very 
much higher percentage of carbonic acid than that given 
above. On the other hand, however, it appears to be quite 
correct in the majority of cases to take the percentage of 
carbonic acid present in the atmosphere, which can be tested, 
as a guide for the purity of the atmosphere, with reference to 
the other matters, organic impurities, etc., that have been 
mentioned above. But this is not always strictly correct. In 
the case, for instance, of lavatories, the carbonic acid present 
may be comparatively small, while the organic matters, as 
evidenced by the smell, may be comparatively large. The 
special case of lavatories is dealt with later on. 

Ventilation is known as natural or mechanical, according to 
whether it is left to take care of itself or is more or less con- 
trolled. Mechanical ventilation is also sometimes known as 
either “plenum” or “vacuum.” Marine engineers have exactly 


SEPTEMBER, 1908. 


International Marine Engineering 


379 


the same division in the matter of their furnace draft, natural 
ventilation corresponding roughly to natural draft and me- 
chanical ventilation to forced or induced draft. Plenum venti- 
lation, which has already been described when dealing with 
methods of heating air, corresponds to forced draft and 
vacuum yentilation to induced draft. Natural ventilation can 
perhaps hardly be said to correspond to chimney draft. It cor- 
responds really to a condition that would be present if there 
were no chimney. 

Perhaps the different methods of ventilation, and the princi- 
ples of ventilation itself, will be best understood by a refer- 
ence to the case where it is of the greatest importance, viz. : 
in coal mining. In a number of coal mines, it will be remem- 
bered, as the coal is removed from its bed, gases are given 
off, which, if mixed with air in certain proportions, will ex- 
plode and do great damage if a light is presented to them. 
The explosive mixture is between 5 and 15 percent of the 
gas in the atmosphere of the mine. When the gas is present 
in a greater quantity than 15 percent it will not explode, 
because it cannot contain sufficient oxygen for combination. 
On the other hand, when the quantity present is less than 5 
percent it will not explode, because it is too much diluted with 
the nitrogen of the atmosphere. These figures apply also to 
dangers from the vapor of petroleum in tank ships. In the 
United Kingdom, therefore, successive acts of Parliament 
have decreed that a certain volume of air shall be passed 
through all coal mine workings, the volume being sufficient 
to very quickly dilute, below the explosion point, any gas 
which comes away. Probably this illustrates, as well as any- 
thing, the cleansing action of atmospheric air. 

The majority of mines in the United Kingdom, and a large 
number in the United States, lie wholly below ground, and 
are reached by two vertical shafts, one of which conveys fresh 
air to the mine and the other carries off the vitiated air from 
the workings. From the two shafts, which are named re- 
spectively “down cast” and “up cast,” two main roads run into 
the mine, called respectively the “in-take,’ which extends 
from the down cast, and which carries the fresh air into the 
workings, and the “return,” which carries the vitiated air from 
the workings to the up cast.. Roadways, or air passages, con- 
nect the two main roads in such a manner that there is a con- 
stant current of air passing across all working faces from 
the in-take to the return. 

In the early days of coal mining, what would now be termed 
natural ventilation ruled. The air current was left to 
take care of itself. Usually the warm, moist, vitiated 
atmosphere from the workings found its way to one of the 
shafts, and being lighter than the column of air in the other 
shaft a certain difference of air pressure was set up between 
the two, which caused a certain variable and uncertain circu- 
lation of air through the workings. It was no uncommon 
thing in those days for the direction of the ventilating air cur- 
rent to be reversed. In those days also, occasionally, there 
was only one shaft. It was sometimes divided by brattice 
cloth into two, the vitiated air finding its way up one half and 
the fresh air moving down the other half. In some cases 
even this division was not provided, and the air in those cases 
formed a division of its own, the warmed air escaping up one 
side of the shaft while the cold air passed down the other 
side. The state of the coal mines in those days illustrates very 
forcibly what natural ventilation really means. Practically 
there was very little ventilation at all. Any change in the tem- 
perature of the atmosphere outside might stop the course of 
the ventilating current entirely. mi 

The first improvement was the provision of a furnace in 
the neighborhood of the bottom of the up-cast shaft, which, 
“by providing a column of hot air in that shaft, created 
what mining engineers call a motive column, by means of 
which the air from the outside atmosphere passed down the 


down-cast shaft and through the workings to the up-cast. 
In most modern coal mines the furnace has given way to 
the fan, which is usually placed at the top of the up-cast pit. 
It is placed there principally because the up-cast pit was cov- 
ered in when furnace ventilation ruled, to prevent the ingress 
of the colder air to the shaft, thereby neutralizing the effect 
of the furnace, and it was simpler to make use of the existing 
arrangements and to adopt the fan to them than to make new 
arrangements. In a few cases, however, the fan is fixed at 
the top of the down-cast shaft, and forces air into the mine, 
the vitiated air, as before, finding its way out through the 
up-cast shaft. In a few cases, also, the fan at the top of the 
pit is assisted by fans at the level of some of the seams that 


‘are worked from the pit, and also by fans placed in different 


positions in the workings, to direct the currents of air over 
particular portions of the working faces, etc. 

Marine engineers will recognize a practical countefpart to 
their own arrangement for supplying their boiler furnaces 
with air. Furnace ventilation of a mine corresponds to the 
ordinary chimney draft of a boiler, and fan ventilation cor- 
responds to forced or induced draft, according to whether a 
pressure or exhaust fan is employed. 

The writer would call attention to one very striking feature 
in connection with mine ventilation, which he thinks will 
assist marine engineers to follow the work that has been 
done in the ventilation of buildings, ships, etc. It will be 
noticed that the shafts, the roads, together with a fan or 
furnace, form a complete circuit, corresponding exactly to an 
electric circuit. The shafts and the main roads correspond 
to the main distributing cables of a two-wire electrical supply 
service. The branch roads, connecting the working faces 
with the main roads, correspond to the branch cables or wires 
connecting lamps or motors to the main supply cables. The 
furnace, where one is employed, corresponds to a battery. 
where one is used to supply current, and the fan corresponds 
to an electric generator. 

The correspondence is even closer than this. Just as suc- 
cessive coils of wire, passing through the magnetic field of a 
dynamo machine, produce successive increments of electrical 
pressure, so the passage of the successive blades of a fan 
produce successive increments of air pressure. Further, air 
encounters resistance in its passage through a mine, just as an 
electric current encounters resistance in its passage through 
a conductor, and the resistance in both cases varies directly 
as the length and inversely as the sectional area. Thus, the 
greater the length of the main roads of a mine through which 
the air current has to pass, the greater is the resistance offered 
to its passage, and the greater must be the air pressure, 
measured in water gage, to overcome it. Also, the larger 
the air passages the less is the resistance offered. 

The latter statement will appear at first sight to be incorreci, 
inasmuch as the resistance to the passage of air through any 
roadway, pipe or duct depends directly upon the friction of 
the air against the sides of the duct, roadway, etc., and evi- 
dently the larger surface of the larger road will create more 
friction than a smaller surface of a smaller road. But there is 
another factor in the problem in connection with air. The 
resistance offered to its passage varies as the square of its 
velocity, and its velocity increases with a given air delivery 
as the area of the road or duct through which it passes is 
reduced ; and, therefore, though the increase of the size of the 
road or duct increases the friction offered by the surface, the 
total resistance is considerably lessened, because the velocity 
is also lessened. 

And all this applies to the ventilation of buildings, of ships, 
etc. Modern ships in particular correspond in a great many 
respects to the modern coal mine in the matter of ventilation. 
The modern ship is divided into compartments by athwartship 
bulkheads, and in the case of very large ships like the 


380 


Lusitania by fore-and-aft bulkheads. It thus becomes neces- 
sary to deal with each compartment, from the topmost deck, 
downwards, by itself. In the Lusitania two compartments 
that are abreast sometimes communicate by watertight doors, 
as in the case of the electrical engine room, and while the 
doors are open they can be dealt with as one; but the separate 
compartments as a rule have to be dealt with separately, and, 
just as with a coal mine, all the fresh air has to be brought 
from the surface, in this case the deck, and the vitiated air 
must be carried off, either on the same deck or at some point 
where it will not mingle with the air that is going down below. 

The ventilation of ships has gone through very much the 
same course of development as the ventilation of mines. In 
the early days it was left to take care of itself, open hatches 
and open ports being trusted to do the work. Later on the 
equivalent of furnace ventilation was established, ducts being 
led into the holds, mess rooms, saloons, etc., the other ends of 
the ducts being carried to the neighborhood of the funnel, and 
the circulation of the air being set up by the heated column 
of air produced by the hot gases in the funnel, fresh air 
being allowed to enter by cowls and other arrangements pro- 
vided for them. 

In the early days of heating and ventilating of ships com- 
pressed air was used in some cases to provide suction of the 
air out of the hold and between decks on the well-known in- 
jector principle, fresh air being allowed to find its way down 
below by air inlets something on the lines of the cowls that 
have been mentioned; but all these systems have given way to 
the use of the fan, since electricity has been established on 
board ship and the convenience of the electrically-driven fan 
has been appreciated. 

Another point of importance should be noted here. It is 
absolutely necessary that there shall be a complete circuit 
wherever ventilation is to be carried on. In the case of the 
coal mine, the circuit is from the atmosphere, say at the 
entrance to the down-cast shaft, through the down-cast shaft, 
the in-take airway, the branch roads, the return airway, the 
up-cast shaft to the atmosphere again. In the case of the air 
supply of a boiler furnace, it will be remembered, there is the 
same circuit. From the atmosphere, by various passages to 
the stoke hole, through the ashpit, the fire bars. the fuel, the 
fire tubes, the up-take and the funnel to the atmosphere again. 
Just as with an electric circuit, if the circuit is broken, or if 
the passage of the current is cut off, the working of the 
apparatus the current operates is also stopped; so if the venti- 
lating circuit is broken at any point, if the passage of the air 
current is cut off by any obstruction, the working of the venti- 
lating air current is also stopped. Further, just as with an 
electric circuit, if a resistance is introduced into the path of the 
current the strength of the current itself is reduced with any 
given pressure, so if any obstruction is introduced into the 
path of the air current, whether for ventilation or for a boiler 
furnace, the strength of the air current, with any given air 
pressure, is reduced. 

It was mentioned above that the resistance offered to the air 
current depends directly upon the length of the path through 
which the air has to move, and inversely as the sectional area 
of the path. In other words, the smaller the duct through 
which the air supply is carried the greater is the resistance 
offered to its passage, and this means that the greater is the 
pressure which has to be employed in delivering the air cur- 
rent, and the greater the velocity of the air current itself. 
In this matter the ventilation of ships is at a disadvantage 
compared with the ventilation of buildings on shore and with 
that of mines, though the advantage is not often taken full 
advantage of on shore. 

For perfect ventilation, and for the avoidance of what is 
known as a draft, the air should circulate with a very low 
velocity, from 3 to 5 feet per second, but in order to do this 


International Marine Engineering 


SEPTEMBER, 1908.. 


the ducts through which it circulates must be large, and on 
board ship, even in the very largest liners, it is not possible 
to allow a sufficient space; as usual, a compromise has to be 
effected. The ducts have to be made as large as the other 
requirements of the ship will allow, their length as short as. 
can be conveniently arranged, and the requisite current of air 
must be made up by increasing the velocity as required. 

A striking instance of what may be done by the provision 
of large ducts will probably make the matter clear. At the 
Birmingham General Hospital, where the plenum system has 
been carried out very carefully under the direction of an 
able architect, it is not possible to feel any draft anywhere. 
The whole of the building is subject to a very gentle air 
current, and as one passes from corridor to ward, or ward’ 
to corridor, one is absolutely unconscious of any change.. 
Those who have visited the usual run of hospitals, where the 
windows are kept wide open on the stairs, while the wards 
are kept warm in winter, will have sometimes a painful ex- 
perience of the great change in the temperature between a 
ward and the landing outside. 

Further, at this hospital, the smells that are so often in 
evidence, such as those of dinner, of medicines, etc., are abso— 
lutely unknown. Everyone will be familiar with the un- 
pleasant smell there always is about a restaurant immediately 
after dinner, and usually also in the neighborhood of the 
wards of a hospital while dinner is going on and immediately 
afterwards. One can frequently tell, a little way off, if cab- 
bage is an article of diet, and so on. At the Birmingham 
General Hospital there is no sign of anything of the kind. 
The ventilating air current carries off all odors, just as the 
ventilating current of a coal mine carries off the explosive 
gases. And this effect is produced with the expenditure of a 
very small amount of power—2o0 horsepower only—and with 
an air pressure of only 1/20-inch water gage. Marine engi- 
neers hardly need reminding how very small a pressure this is.. 

At Birmingham the result is produced by very large ducts. 
In the main duct a dozen men can stand abreast, and there is. 
almost head room for a man to stand on another man’s. 
shoulders to reach the ceiling. The branch ducts are in pro- 
portion, and the result is as described. As against this the 
ventilating air current of the majority of coal mines, though 
the airways in the best of them are wide and high, is very 
powerful indeed, and it is a serious source of danger to 
working miners coming from the coal face, where, in spite 
of the air current, the temperature in deep mines is very 
high indeed, and where their physical exertion causes profuse- 
perspiration, for them to come out into the cold air current 
of the main roads. 

As explained above, it is not possible to provide large ducts, 
even in the largest ships, for ventilating air currents; but, on 
the other hand, the lengths of the ducts, even those leading to- 
the lower decks, is not great. 

As mentioned above, the ventilation of ships has settled 
down to the motion of the air by fans just as has the ventila- 
tion of coal mines, and just as the tendency of modern boiler 
work is to provide either forced or induced draft by the aid’ 
of fans. As with coal mines, also, and as with boiler furnaces, 
the air may be forced into the space to be ventilated by a 
pressure fan, the vitiated air being allowed to escape by any 
convenient outlet, or the air may be exhausted from the space 
to be ventilated by a suction fan, and fresh air drawn into 
the space through any convenient inlet. The one thing to 
remember in all cases where efficient ventilation is sought is 
that there must be an inlet and an outlet, and that the same 
quantity of air which passes in must pass out. 

A point that should be noted here is that where the space 
to be ventilated is also heated, whether the air is heated 
artificially on its way to the space, or whether it is heated 
in the space, either artificially or by the presence of men or- 


SEPTEMBER, 1908. 


ry 


animals in the space, the volume of air passing out will 


usually be greater than that passing in, and therefore the 


outlets should have a larger area than the inlets. The prob- 
lem in this case is the same as that in connection with both 
mine ventilation and the supply of air to a furnace. The fan 
supplying induced draft, it will be remembered, must be 
larger, in the sense that it will allow a larger volume to pass 
through it than the fan required for forced draft, because the 
volume of the hot gases is larger than the volume of the air 
that is to be delivered to the fan. In the case of the ventila- 
tion of saloons, cabins, etc., the difference in volume of the 
air will usually not be great, but the caution given above 
should be remembered, in order that those who are responsible 
for the designing of systems of ventilation for ship-board 
work should be careful not to make the outlets smaller than 
the inlets. Making either an inlet or an outlet small throttles 
the passage of the air through it, increases the pressure at 
which the air has to be driven through the space to be venti- 
lated, and increases the tendency to drafts. 

For ventilation, therefore, whether of the between decks 
where cattle are carried, the large living spaces where steerage 
passengers are carried, or the saloons, staterooms, or officers’ 
cabins, the same principle holds good. Air must be brought 
from the deck to the space to be ventilated, and the vitiated 
air must be allowed to find its way back to the deck or to the 
outside of the ship. In some of the White Star liners air is 
brought down from the deck under pressure, is directed 
through ducts into the staterooms, and is allowed to escape 
through the ports of the staterooms, saloons, etc., when the 
ports are open, and when the ports are not open the air 
escapes by a duct provided specially for it, opening into the 


the ship on the inside, and opening into the atmosphere on the’ 


outside of the ship, but protected by a valve on the outside, 
which is. open when the sea does not rise to it, but which 
closes automatically when the ship rolls and dips that end of 
the duct or if the sea washes up to it. The writer understands 
that this method is giving way to the system that has been 
worked out by the Thermotank Company, in which all air is 
taken from the deck and returned to the deck. 

In the case of cabins, staterooms, etc., opening to the atmos- 
phere, such as those on the upper decks, boat decks, etc., where 
there are any, the system of ventilation can be modified. Air 
may be taken in or expelled from the side of the cabin, but 
provision must be made for the exit of the air. In the 
Lusitania, in some of the cabins on the upper deck, an ad- 
justable inlet is provided for the air in the side of the cabin, 
and it is exhausted by a duct leading to the boat deck, a small 
electrically-driven fan providing motive power for the air 
when required. 

In some of the cabins on the boat deck of one of the White 
Star liners the writer noticed another ingenious method of 
ventilation, based upon the injector principle. A T-shaped 
pipe was fixed on the side of the cabin, the central portion, the 
stem of the T, projecting into the cabin, and the top, or cross, 
of the T being arranged fere and aft outside of the cabin. 
As the ship goes through the water air rushes through the 
portion of the pipe outside of the cabin, and draws air through 

. the connecting piece leading to the cabin, causing a current of 
air to pass out of the cabin, through the after portion of the 
fore-and-aft piece. This would probably make a very efficient 
ventilating arrangement, but it must again be remembered 
that some method of providing the inlet air must be arranged 
or the ventilation cannot go on. The inlet air may be pro- 
vided by a protected duct leading to the deck above. or in 
any other convenient way. 


VENTILATION AND HEATING AND COOLING. 


The connection between heating and ventilating has already 
been explained, and that between cooling and ventilating to a 


International Marine Engineering 


381 


certain extent. It will be understood, from what has been 
said, that once possession is obtained of a current of air 
passing continuously through a room, a saloon, mess room, 
cabin, etc., it can be employed for warming the room, cooling 
it, providing it with moisture, or reducing the moisture pres- 
ent by merely placing the heating, cooling, humidifying or 
drying apparatus in the path of the air current, and by 
properly proportioning the heat supplied, the heat extracted, 
or the moisture supplied or extracted, to the requirements of 
those occupying the room. Also, it will be understood that, 
with properly arranged apparatus, it should be possible to 
vary the heating, cooling or moisture at will in each compart- 
ment dealt with. 


VENTILATION OF LAVATORIES AND CATTLE SPACFS 

The ventilation of lavatories and between the decks where 
cattle are carried presents some difficult problems. So far as 
the writer is aware the between decks for cattle have not been 
subject to any special method of ventilation, but lavatories 


FIG. 66.—SIMPLEX OZONE PRODUCER, EXTERNAL VIEW. 


have, and in his opinion the between decks for cattle, and 
even in some cases the steerage quarters, might with advantage 
be subject to the apparatus to be described. The difficulty in 
the matter of ventilation in these cases is the effluvia that is 
too often present, and that even a powerful ventilating cur- 
rent sometimes fails to get rid of. 

The remedy appears to be the addition of ozone-making 
apparatus to the ordinary ventilating current. Ozone, it will 
be remembered, is oxidized oxygen. Its chemical symbol is 
O:; oxygen in the ordinary way usually combining only as O>. 
Ozone is the great vivifying agent that is so much sought 
after by invalids who take sea passages and who go to the 
seaside. It has a very peculiar and by no means a pleasant 
odor. It may be smelt, especially in the early morning, on 
open hill sides, and on the decks of ships at sea, and again at 
the seaside, in particular, close down to the water’s edge. 

It is oxygen in a very powerful condition, and its office is to 
oxidize, that is to say, to burn up the microbes, bacilli, etc., 
which produce the offensive effuvia and which will cause dis- 
ease if allowed to remain. Ozone is produced by elec- 
tricity. It may always be smelt by those who know its 
characteristic odor .after a thunder storm. It is created 
in fairly considerable quantities by every flash of lightning, 
and by the silent discharges which take place. during 
thunder storms which do not give rise to lightning. It is 


382 


created industrially by the aid of high-tension alternating cur- 
rents, combined with what are called electrical condensers. 
The electrical condenser is quite different from the steam 
condenser. Every electric cable is an electrical condenser. 
Whenever two conductors are close together, but separated by 
an insulator, an electrical condenser is formed by them, and 


FIG. 67.—SIMPLEX OZONE PRODUCER, AS SUPPLIED TO WHITE STAR STEAMERS 
BY THOMAS ANDERSON. 


International Marine Engineering 


SEPTEMBER, 1908. 


this case to the body of the ship, and a high-tension alternating 
current is delivered to the other conductor. The condenser is 
arranged to be placed in the path of an air current, and the 
constant, charge and discharge of the electrical condenser, 
produced by the passage of the alternating current, converts 
ozone into the oxygen of the air passing through it, the ozon- 
ized air being then delivered wherever it is required. 

The high-tension current is produced on shore by the alter- 
nating currents of the ordinary town supply service, raised to 
very high tension—several thousand volts—by means of 
stationary transformers, similar to those that are used for 
the distribution of high-tension currents. Up to the present, so 
far as the writer is aware, alternating currents have not been 
employed on board ship, and therefore some arrangement is 
necessary for converting the continuous currents to alter- 
nating. This may be done by means of small motor genera- 
tors, consisting of two distinct machines, a continuous-current 
motor taking current from the lighting or power service of 
the ship, and an alternating-current generator, whose armature 
is driven by the electric motor. The alternating current can 
be transformed by a stationary transformer to the high pres- 
sure necessary. 

Another method which has been adopted by Mr. Anderson 
in his apparatus, and which it is claimed answers the purpose, 
is to employ the continuous current taken from the lighting 
or power service of the ship and to subject it to very rapid 
interruption, very much on the lines of a trembler bell or the 
induction coil employed with motor cars. A special form of 
interrupter is used and a charge and discharge of the electrical 
condenser is obtained, this giving rise to the ozone required, 
which is directed where it is wanted. In use the ozone gen- 
erator must be placed in the path of the air current that is to 
circulate through the lavatory or other space to be dealt with, 
the ozonized air being allowed to circulate through the space, 
and the resultant air being carried off by a separate duct in the 
usual way. 


(To be continued.) 


\ 


THE MOTOR BOAT GUIDE, OF THE UNITED STATES REVENUE CUTTER SERVICE. 


if an electric current is delivered to one conductor a charge 
of electricity is delivered to and absorbed by the insulating 
substance separating the two conductors. 

For ozone-making apparatus condensers are formed 
sometimes of glass tubes with conductors arranged inside and 
out, and sometimes of glass plates, with sheets of metal foil 
between. In the Anderson apparatus, which is illustrated in 
Figs. 66 and 67, the condenser consists of the glass tubes 
shown, with conductors in the form of coils of wire on the 
outside and other conductors on the inside. In all electrical 
condensers one of the conductors is connected to earth, in 


The United States Revenue Cutter Guide. 

This 70-foot twin-screw launch, equipped with two 60-horse- 
power standard engines, has just been completed by the Elec- 
tric Launch Company, Bayonne, N. J., for the United States 
Treasury Department, for anchorage service in New York 
harbor and vicinity. This is the first revenue cutter to be 
equipped with gasoline (petrol) motors, all boats heretofore 
being equipped with steam boilers and engines. 

The Guide is 70 feet in length, 13 feet 6 inches beam, and 
4 feet 6 inches draft. Her displacement is 27 tons. The hull 
is of substantial construction, oak frame, cedar planked, copper 


SEPTEMBER, 1908. 


International Marine Engineering 


383 


in number, made of heavy galvanized steel, with a total 
capacity of 1,000 gallons. The weight of tanks when empty is 
3 tons. 

Two steel bulkheads separate the engine room from for- 
ward and after quarters. Large space is provided for the in- 
stallation of the two four-cylinder engines, which are capable 
of driving the boat at a speed of 12 miles an hour. A com- 
plete electric light plant is installed, with storage battery 
auxiliary power; electric lamps being placed throughout the 
boat, and a powerful searchlight on the pilothouse roof. 

The after saloon is 12 feet in length, with side transoms, 
giving sleeping accommodations for four officers, with mahog- 


_ TASS = = 


fastened throughout; pilot and cabin house finished outside 
in quartered oak; interior in oak with mahogany trim and 
furniture. A spacious forecastle is provided forward for a 
crew of four men, with large galley in peak. The full width 
of the boat makes a spacious cabin for dining and officers’ 
quarters. Side transoms are placed, providing for two berths, 
with large mahogany sideboard and lockers. The boat is 
steered in pilot house as well as on bridge deck. The gasoline 
tanks are installed under the flooring of the pilot house, four 


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MIDSHIP AND SCANTLING SECTION OF THE GASOLINE CUTTER GUIDE. 


any writing desk, toilet and lavatory compartments. Side 
decks are provided around the cabin house, with spacious 
bridge deck, permitting the boat to be handled from outside. 
The cabins are inclosed by plate-glass windows, dropping 
down into pockets and giving free ventilation and air through- 
out. 

The requirements under which the vessel was built were 
somewhat onerous, involving the fitting of a very large amount 
of material, and the provision of many pieces of equipment and 
comfort not usually found in vessels of this size. Among other 
such features might be mentioned a watertight door (really 
a vertical manhole), with a clear opening of 14 by 20 inches, 
located on the steel bulkhead just forward of station No. 9. 
This door measures over all 18 by 24 inches, and is held in 
place by sixteen %4-inch studs. The door itself is made of 
1o-pound plate, while the bulkhead is of 7-pound plate. The 
overlap of the door upon the bulkhead is 2 inches all around, 
the opening in the bulkhead being stiffened by 3-inch bars, 
covering this space of 2 inches. Between the bulkhead and 
the door is a rubber gasket, which provides for watertight- 
ness when the studs are screwed up hard. The bulkhead itself 
is stiffened by wooden studding, measuring 134 by 3 inches. 

A 12-foot boat is carried in chocks on the deckhouse aft of 
amidships, and may be swung out by means of davits. Forward 


384 


International Marine Engineering 


SEPTEMBER, 1908. 


of this is the elliptical galvanized steel funnel, measuring 
34 by 24 inches, and used for ventilating the engine room. The 
pilothouse, still further forward, is set down into the hull, and 
includes a steering station, a cupboard, a buffet and two sofas. 
It is 15 feet in length. Three flights of stairs, two leading aft 
to the deck above, and one leading forward to the forecastle, 
Open into this apartment. The entire house, with the ex- 
ception of the after end, is fitted with windows. Underneath 
this pilothouse, as shown by the inboard profile, are found 
quarters for the crew in the forward end and fuel and whistle 
tanks in the after end. 

The entire construction is very heavy, all the metal fittings 
being of bronze and galvanized steel, to withstand the severe 
service which a boat like this meets with in boarding vessels 
entering New York harbor. The boat is built and designed 
for business all the way through, and is in construction equal 
to the heaviest steam vessel of her size. 

The trial trip of the boat, March 30, was very successful, the 
engines developing their full power for a period of two hours. 


FIG. 6. 


indicated, only in 
form of the beam 
Starting from a 


The value of the weight may then be 
case there are certain suppositions on the 
on account of the moment of resistance. 
channel section (see Fig. 7) it may be 


LEAN | 
Gaeta 


ARRANGEMENT + PLAN 


INBOARD PROFILE AND GENERAL ARRANGEMENT PLAN OF THE U. S. REVENUE CUTTER GUIDE. 


THE MOST SUCCESSFUL DIMENSIONS OF STEAM= 
SHIPS IN RELATION TO ECONOMY. 
BY OTTO ALT, DIPLOM-INGENIEUR. 

The moment of the forces produced by the static unequilib- 
rium is to be added to the moment defined in equation (25). 
For simplicity, only the beam C A may be added, and con- 
sidered a strut to support the frames (Fig. 6). The reaction 
produced in this way may be calculated only by means of the 
laws of stresses of materials. Of course, it is dependent, too, 
on the dimensions, in some way, but such investigations are 
not yet available. 

The whole moment, acting on B, is 


Mo=M—ZXh, 

where M has the value shown in equation (25). 

Speaking of midship sections more complicated, for in- 
stance, Fig. 2, generally, 

Mo = M — Mx, (29) 

where Mx means the moment of the unknown statical values. 

The stress which will not exceed a certain sum is given by 

the equation : 


(28) 


Mo 
(30) 


s xX ho 
— (3b + ho), (31) 
3 
and the weight of the floor will be 
We = co B (2b + hho) X (32) 
where Co is a coefficient. 
Then there results from (30) and (32) 
B 2b + ho 
We = co X SS OK Ml (33) 
ho 3b + he 


FIG. 9. 


SEPTEMBER, 1908. 


From this relation several most interesting and important 
conclusions result in case the value of Mo is introduced. This 
will be mentioned elsewhere. All the other transverse struc- 
tural arrangements, the beams, the stiffening bars of bulk- 
heads, etc., may be managed in the same way, after having 
found out the bending moment in any direction according to 
the laws of the theory of elasticity. 

The problem of the strength of local structure is yet only 
beginning to be understood. Therefore, we must try to em- 
ploy what is known already. According to the experiments 
of C. Bach,”° the thickness of plating is to be found from the 
relation (cf. Fig. 8): 


} 
5 = 0.2241 X fy ee S 2 
(x +/ | ) Pp (34) 
a 
where / is a coefficient and d’ indicates the mean depth of 
water, on which the part of bulkhead in question is to be 
found. 

In order to show the dependence on the fundamental dimen- 
sions, / is to be set like frame spacing or space of stiffeners; 
that is to say, either a dependence on the length or on the 
breadth; and d’ is to set like d, and a like the distance of hori- 
zontal girders; that is to say, depending on the depth. 

Then the weight for a square is 


C= SF KUKOXS (35) 
where x is the constant of weight (fundamental constant) or 
with (34), 


Vv md! 
m= DoXPX aX renee 


(36) 
@-+P 
a being very great in proportion to J, then 
Os = IDO SUS @W 1B (37) 


In connection with the formula for the weight of stiffening 
bars, this formula shows which choice of the distance of stif- 
feners will be the best for the weight. 

Usually in shipbuilding only such parts are examined in 
reference to the racking stress, the racking force of which 
results from the Eulerian formula for the straight column. 
For a pillar, for instance, a moment of inertia results from the 
racking charge 

IB. SK il 
Q=e xX 
Lo” 
E = Young’s modulus, , = length of column, 
OR lcz 
I = ———_. 

& S< IB 
Jo depends on the dimensions. A hollow cylindrical section 
being supposed, it will approach (Fig. 9) 


T 
l= — X do X S, (39) 
8 
and the weight of the pillar 
Un= HKESXK USC 8 SK Ib (40) 
from the relations (38) to (40), there results : 
O 10 
wy = Fo x (41) 
do” 


For other forms of cross section, analagous formulas, which 
may be easily derived, may be found. 

The examination will get more difficult as soon as the 
question comes up of the racking stresses of plates. There- 
fore, only the case may be considered which exists, in case 
the deck plating is submitted to a pressure at the longitudinal 


10 Elastizitat und Festigkeit, Berlin, 1902, page 598. 


International Marine Engineering 


385 


seams. Then, according to A. E. Love,” for special racking 
forces the relation exists: 
O 41 IB SK Ut 
PX 
F ]— P 


#@ = Poisson’s proportion, ] = frame spacing, Q = the whole 
pressure acting on the deck, F = cross section of deck plat- 


FIG. 8. 


ing, J’ = moment of inertia of a cross section with unit length. 
Then the moment of inertia is given by the relation: 


p>(1—#) xP 


L—_— (42) 
47° E 
land I’ depend on the dimensions, here, too; thus 
s* Qa—F)P 
 =—= (43) 
12 Bk?sKkKar Kk B 
and the weight of the deck plating over a frame space 
Ws —= 4X BX s X I. (44) 
In a similar way as above, there results 
wi = Fo’ Xt VOX BX PF. (45) 


In order to find out the whole weight of the hull, W1, in its 
dependence on the dimensions, the variations of all the single 
parts are to be considered. The above gives only an indi- 
cation. 

In order to find out the variation of the weight of ma- 
chinery with the dimensions, we relate it—as is always done— 
to the horsepower and to the weight per unit of horsepower: 

Wo = MW XK If EL IP. 

The Yo of this relation can have most varying values, ac- 
cording to the kind of engine (steam engine, steam turbine, 
gas engine), to the boiler arrangement (tubular boiler, water- 
tube boiler) and to their special building. We will refrain 
from investigating this. 

Above all, the question is for a variation of the indicated 
horsepower with the fundamental variables. According to 
the usual methods, the power 

It J&l IP == Om SK Go SK 12 lal IP (46) 
when ym, yp mean the mechanical efficiency of the engine and 
of the propeller, and E H P means the effective power of the 
propeller. 

At first we consider the dependence of E H P on the 
dimensions, and, referring to the formula 


11 Treatise on Elasticity, Cambridge, 1892, Vol. II., §381. 


386 


IB, lel IP 
, C being constant, 

Gx YW 

we go back to the ship’s resistance. Froude has shown in his 
essay of 1874 that—in order to judge of the question of the 
“useful displacement’—the dependence of the ship’s resistance 
on the dimensions must be known. It is very interesting to see 
the progress made in this direction since those days. It is a 
fact that our knowledge of the “curve of resistance for the 
ship of each proportion’—as Froude defines it—is a very 
incomplete one still to-day. We have in this direction princi- 
pally the researches of G. Rota,* who has studied the de- 
pendence of the resistance on the dimensions, it is true, but 
only for one single block coefficient 5, especially for 6 = 0.5. 
In a considerable way these researches were completed by 
R. E. Froude,” who undertook besides this another variation 
of 6, between limits of 0.4865 and 0.541. But these values are 
only very rarely used in the building of merchantmen. Be- 
sides, some time ago D. W. Taylor™ published the results of 
some experiments about the dependence of the resistance on 
the block coefficient. But these data, given for a battleship, 
permit only a limited employment for our purpose. 

The enormous material that has been collected in the dozen 
model basins of the different civilized nations is entirely use- 
less, for the greater part, in this question, because usually 
experiments are undertaken only as far as necessary to gain 
most favorable lines after having fixed the dimensions. 

The better-known fomulas of resistance which have been 
found have been compiled by W. Johns” some time ago; but 
they do not serve us well, considering our purpose. A great 
many of the formulas, for instance the French formula 


V 3 
tj P= ( ) << midship section, (47) 
W 


and the English Admiralty formula 
VW? S< VW 
pee (48) 


— 


Woligl [P= 
C 


show only a very limited variation of the J H P in changing 
the dimensions. 

Those formulas are more available which separate the re- 
sistance into frictional resistance and residuary resistance. 
But even comparing these formulas with Rota’s experiments 
large mistakes have been prevalent. Perhaps the best formu- 
las for use are those given by D. W. Taylor.* 

(1) For the frictional resistance: 


Rie ee (49) 
S being equal to C & V W L, and 
(2) for the residuary resistance: 
18 SK WY SOS 
Ie = (50) 


IL 
In the first formula C is a coefficient dependent on the pro- 
portion B/D. Besides this, the frictional coefficient f is 


dependent on the length L, as is known. In this formula the 
fact is very interesting that the frictional resistance increases 


porportional to V 5 only, while the displacement—and there- 


12 Bulletin de Vl’ Association Technique Maritime, 1900, page 49, and 
Transactions Institute Naval Architects, 1905, page 334. 


18 Transactions Institution Naval Architects, 1904, page 157. 
14 TNTERNATIONAL MARINE ENGINEERING, page 263, July, 1907. 


18 Engineering, 1907; also INTERNATIONAL MARINE ENGINEERING, page 
261, July, 1907. 


16 Transactions Society Naval Architects and Marine Engineers, 1893, 
page 226, and 1903, page 248. : 


International Marine Engineering 


SEPTEMBER, 1908. 


fore the carrying capacity—grows proportional to 6. As for 
the rest, there are no certain conclusions for variations, as 
has been proved in several cases, For instance, in the formula 
(50) a dependence on the dimensions B and d is not to be 
found, while Rota has shown one as being a fact. 

The performance of the machinery is not thus influenced 
very much in equation (46), but surely such a dependence 
exists in the efficiency of the propeller yp—especially on the 
draft and on the block coefficient—and this is partly proved 
by model experiments. Such a dependence is explained 
easily by differences in the stream lines, 7. ¢., in the speed of 
the water entering the propeller. There are no experiments in 
this direction as yet. D. W. Taylor’s” experiments, the most 
comprehensive of all, have no direct bearing on this question. 
Similar it is with the paddle-wheel; here such a dependence 
exists by virtue of its position and the height of the wave 
attending the ship. 

The weight of fuel WV; depends generally. on the funda- 
mental constant 7:1, of the weight of fuel used per indicated 
horsepower per hour, on the duration of the voyage, and on 
the amount of the indicated horsepower. Only these latter 
are variable with the dimensions, and this in a way which has 
already been discussed above. As with the fundamental con- 


‘stant Yi there are quite similar considerations with regard to 


yo. Here the question of oil fuel, already sufficiently dis- 
cussed, figures prominently. - 

The weight of fittings and stores and of equipment varies 
with the dimensions, too, and this is often caused by the 
variation of some value already discussed. The different 
sized surfaces which are to be covered over, the equipment of 
large and of small rooms, cause variations in the weight, 
which must be examined in each detailed case. The questions 
referring to this are mostly of but secondary importance. 

There is not much to be said about the other values in 
equation (15). These values vary from yard to yard with 
each shipowner and each ship designer, and cannot be con- 
sidered in a general way. 

Perhaps this treatment of the problem of profit is conducive 
to the usual conclusion of compromises; the empirical seeking 
for the maximum of profit. Pure examination shows that the 
attainment of a maximum of profit is given ideally by physical 
laws and the laws of economy, but that this leads to analyses, 
most detailed and wasteful of time. Such examinations have 
a great value only when the opening of a commercial province, 
distinctly limited, is to be undertaken by a shipowner. In 
such case the question is to find out, for this determined 
purpose, a type of ship which tallies with the conditions given 
above. In this case this type of ship is to be produced in 
great numbers, so that the profit of such a productive associa- 
tion may be increased in a very considerable way. This 
method allows interesting prospects for a future enlargement 
of express steamers—a problem that, at different times, has 
engaged the attention of shipbuilders. 

Finally, I might mention that an examination, brought about 
by myself according to the above principles, for a tank steamer 
of 13900 tons displacement, and of a speed VY of 11.5 knots, 
at a 5 of 0.80, showed that the proportions 


L/B = 7.8 to 8.0; d/B = 0.45 to 0.50 and D/B = 0.56 to 0.64 
characterize the most profitable result. 


17 Transactions Society Naval Architects and Marine Engineers, 1904, 
page 107, 1905, page 84, and 1906, page 65. 


The number of vessels entered at the port of Yokohama 
during 1907 was 1,195 of 3,480,822 tons, as compared with 
1,062 vessels of 3,276,949 tons in 1906, and 924 vessels of 
2,847,031 tons in 1905. The vessels cleared in 1907 numbered 
1,110 Of 3,303,096 tons; in 1906, 1,052 of 3,240,973 tons, and in 
1905, 894 of 2,760,303 tons. 


SEPTEMBER, 1908. 


/ International Marine Engineering 


387 


TRIAL PERFORMANCES OF THREE UNITED 
STATES SCOUT CRUISERS. 


Three scout cruisers were authorized by Congress in 1904, 
and contracts were signed in May of 1905 for their construc- 
tion. They have just been delivered to the government. 
While not representing any large military value, these scouts 
are of great interest from the fact that the three have to- 
tally different modes of propulsion, one having the ordinary 
reciprocating engine; a second, Parsons turbines; while the 
third has Curtis turbines. ; 

The three ships were given a general description at page 
254 in our issue for June, 1905.* Each has a length on the 
waterline of 420 feet, or 423 feet I inch over all; a beam 
on the waterline of 47 feet I inch; and the normal displace- 
ment on a draft of 16 feet 9 inches is 3,750 tons. At this 


been given a very considerable freeboard, amounting to no 
less than 34 feet at the bow, 21 feet 6 inches at the stern and 
19 feet 8 inches amidship, on normal draft. Each vessel 
carries two 5-inch rapid fire guns, mounted on the forecastle 
and poop respectively, and six 3-inch guns amidships. In 
addition there are two 21-inch submerged torpedo tubes. 
The main feature of interest is naturally in the machinery, 
opportunity having been afforded in this particular case for a 
thorough testing of three different types of propelling engine 
under identical conditions. It is the intention of the gov- 
ernment to inaugurate a series of races or trials, side by side, 
thus deriving data in addition to the very considerable amount 
of information obtained by the regulation trial trips, which 
occurred during February, March and June of this year. 
The Birmingham, built by the Fore River Shipbuilding 


THE AMERICAN SCOUT CRUISER CHESTER, STEAMING AT OVER 26 KNOTS ON FOUR-HOUR OFFICIAL TRIAL TRIP. 
(Copyright, 1908, N. L. Stebbins.) 


displacement, which corresponds with that obtaining on trial 
trip, the vessels carry 50 tons of feed water and 475 tons of 
coal, this latter figure being considerably greater than the 
total bunker capacity of each of the eight British scouts built 
three years ago. The full bunker capacity of the present ves- 
sels is 1,250 tons, and the full load displacement 4,687 tons. 
Under this condition the draft is 19 feet 134 inches. With 
a designed horsepower of 16,000, the contract trial speed of 
each ship was 24 knots, to be maintained for four hours, in 
addition to which a number of other tests were prescribed. 
Each ship has four small funnels, the two center ones being 
circular in cross-section, while the end funnels are elliptical.+ 
The boiler equipment consists of twelve units in three fire 
rooms, each containing four boilers. The forward and after 
funnels serve respectively the forward and after pair of 
boilers in the forward and after fire rooms; the second fun- 
nel serves the after pair of the forward fire room, and the 
forward pair of the central fire room; the third funnel serves 
the after pair of the central fire room and the forward pair 
of the after fire room. 

In order to insure the ability of these ships to maintain 
high speed at sea during all conditions of weather, they have 


* And the Salem at page 410, October, 1907. 


+ Except in the Chester, where circular funnels with small inner 
tubes are fitted. 


Company, Quincy, Mass., is fitted with twin screws, operated 
by vertical triple-expansion four-cylinder engines, the cyl- 
inders being 2814, 45, 62 and 62 inches in diameter, with a 
stroke of 36 inches. The revolutions at full power are about 
Ig0 per minute. The twelve boilers are of the Fore River 
type, with a grate surface at 696 square feet and heating sur- 
face 37,992 square feet, the ratio being 54.5 to 1. Each en- 
gine is located in a separate watertight compartment and is 
furnished with steam at a pressure of 250 pounds per square 
inch. 

The Chester, built by the Bath Iron Works, Bath, Maine, 
is fitted with four screws, operated by six Parsons turbines, 
the revolutions at full speed being about 600 per minute. 
Each outer shaft has a high-pressure turbine, while the inner 
shafts are fitted with two turbines each, one being the low- 
pressure and the other a cruising turbine. The astern turbines 
are located, as usual, in the after end of the low-pressure 
casing. The starboard inner shaft carries the high-pressure 
cruising turbine, and the port inner shaft the intermediate- 
pressure cruising turbine. At low speed these two turbines 
are used in conjunction with the two low-pressure turbines, 
on the same shafts. Steam is furnished by Normand water- 
tube boilers; the feed heaters are also of the Normand type, 
there being one end-pressure heater in each of the two en- 
gine rooms. The boiler heating and grate surfaces are 32,040 


388 


International Marine Engineering 


SEPTEMBER, 1908. 


and 6096 feet, a ratio of 46 to 1. The steam pressure is 250 
pounds per square inch. Each boiler, with water for steam- 
ing, weighs 19.7 tons. The entire machinery weights come 
slightly under the stipulated limit of 798 tons. The funnels, 
6 feet in diameter, stand 63 feet 3 inches above the grates. 

The turbine blading ranges in height from 3% inch in the 
first stage of the high-pressure cruising and 7% inch in the 
main high-pressure to 7 inches in the last stage of the low- 
pressure; and in pitch from 7 inch in the high-pressure 
cruising, and 114 inches in the main high-pressure to 2 5/16 
inches in the low-pressure. The main high-pressure rotor 
drum has a diameter of 42 inches and length of 103% inches; 
the low-pressure, 65 inches diameter and 53% inches long; 
the high-pressure cruising, 60 inches diameter and 36 inches 
long; the medium-pressure cruising, 49 inches diameter and 
60% inches long; astern turbines, 50 inches diameter and 43 
inches long. The line shafting is 8 inches in diameter; stern 
tube and propeller shafts, 8% inches. The main condenser, 
which has 5.630 tubes and 8,999 square feet of cooling surface, 
is assisted by an augmentor condenser in maintaining the 
requisite high vacuum. 

The propellers are three-bladed true screws of manganese 
bronze, 6 feet in diameter and 6 feet pitch. The projected 
area is 17.02 square feet; helicoidal area, 19 square feet; disk 
area, 28.27 square feet. 


end of the run the displacement would be less than 3,750 
tons by a similar amount, and the average displacement in 
each case figured out very closely to the specified trial figure. 
In the case of the Salem the average was 3,745 tons. In the 
case of the Chester, it was 3,717 tons. 

19;000 


18,000 


17,000 


16,000 


15,000 


14,000 


Mean 9,10,11 
f 9 

sane Simon laces 

‘Mean 118,9 
° 


360—12,000 


13,000 


11,000 


= 


orsepower po 


i 
a) 


Propulsive Efficiency 
[aot 


epower and Brake 
x 


= 


ors 


SSE ae 


\R 


\ 
; 


16 18 


e 
~ 
e 
cs 


Knots 


CURVES FROM STANDARDIZATION RUNS OF THE SCOUT CRUISER SALEM. 


The Salem, built by the Fore River Shipbuilding Compainy, 
is propelled by twin screws, actuated by Curtis turbines of 
the 7-stage type, 120 inches in diameter, the revolutions at full 
‘speed being about 375 per minute. These are located in two 
separate compartments; the port turbine is aft and the star- 
board turbine forward. Each turbine has an outside diam- 
eter of 11% feet, and a length of 15 feet. 

The trials started with standardization runs to determine 
the number of revolutions of the propellers necessary to give 
the designed full speed, as well as the other prescribed trial 
speeds. These were followed by a four-hour full power 
trial, under which an air pressure of 5 inches was permissible. 
Two 24-hour endurance runs at 221%4 and 12 knots respectively, 
completed the steam trials. In each case the probable con- 
sumption of coal during the runs was computed beforehand, 
and the displacement of the ship was so adjusted that it 
would be greater than the designed displacement of 3,750 
tons by one-half this amount of coal. Naturally, at the 


STANDARDIZATION CURVE OF CHESTER. 


SEPTEMBER, 1908. 


International Marine Engineering 


389 


THE CURTIS-TURBINE-PROPELLED SCOUT CRUISER SALEM ON OFFICIAL FOUR-HOUR TRIAL TRIP. 


The table gives very clearly the general results of the four 
sets of trials, and shows the superior economy of both the 
turbine-propelled ships, as compared with the Birmingham. 
The superiority of the Birmingham at full speed is explained 
by the fact that her full speed was approximately two knots 
less than that of the other two ships. If we reduce the 
speeds of the Salem and Chester to 24.325 knots, on the as- 
sumption that the power (and consequently coal consumption 
per hour) varies as the cube of the speed, we find that the 
radius of the Salem becomes 1,634 nautical miles, and of the 
Chester 1,746 nautical miles, as compared with 1,730 for the 
Birmingham. It will be noted that these figures have been 
based upon the consumption of 950 tons of coal, instead of 
either the normal coal supply or the full bunker capacity. 
This is due to a desire to use the results as shown on trials, 
and it is possible to do this only by so adjusting matters 
as to make the average displacement close to 3,750 tons. 
We have, therefore, assumed that each ship starts such a 
run with double the normal coal supply, and ends it without 
any coal. 

In addition to the data given in the table and on the di- 
agram, showing standardization results for the Salem, we 
may say that the air pressure during the 4-hour run was 
only 4 inches of water, in place of the 5 inches allowed. 
The flue gas temperature averaged 750 degrees F. The brake 
horsepower, as given by a Foettinger torsion meter, was 
19,200, which compares very closely with the 10,015 horse- 
power given by a Denny-Johnson torsion meter. At 221% 
knots speed, the Salem used 2 inches air pressure and showed 
a flue gas temperature of 585 degrees; at 12 knots the air 
pressure was I inch and the flue gas temperature 525 degrees. 
On this trial only four boilers were used. The high run on 
the standardization trials was made with 3.8 inches of air 
pressure, and showed 20,200 brake horsepower, with 382.4 
revolutions per minute; the speed was 26.886 knots. The 
propellers of the Salem are three-bladed, with a diameter of 
9 feet 6 inches and a pitch of 8 feet 8 inches. The pitch 
ratio is 0.912; the developed area, 43.7 square feet; the devel- 
oped area ratio, 0.616; and the projected area, 38.2 square feet. 


(Copyright, 1908, N. L. Stebbins.) 


In the starting and stopping tests, at a speed of about 24% 
knots, the Salem was stopped dead in the water and started 


astern in 2 minutes 48 seconds. 


From the giving of the 


signal until the turbines had stopped a period of 42 seconds 


Scout Cruiser TRIArs. Birmingham.| Salem. Chester. 
Standardization Date| March 11 June 23 Feb. 28 
Best uncorrected run, knots.......... 25.192 26.886 26.22 
Mean of best pair of runs, knots ..... 24.477 26.11 25.138 
Mean of five high runs, knots......... 24.236 25.957 25.074 
R. P. M. required for-24 knots........ 187. 23 335.2 507.25 
R. P. M. required for 22.5 knots...... 170.38 312. 466.4 
R. P. M. required for 12 knots........ 89.7 165. 245.5 
Full speed, four hours Date} March 12 June 25 March 1 
IMeantdisplacementarpeniernreninnin: Os 205 ipl eatery: 3,673. 
IMeanyspeed Wei cio nee One 24.325 25.947 26.52 
IMEI I, IP, INI Go.ng00000000 an 191.66 378.39 614.31 
Apparent mean slip, percent ......... 15.8 19.8 25.6 
Coal per hour, pounds...............}| 29,904. 38,502. 38,332. 
Indicated horsepower...............- 15,540. AEE RIC || Googueeood 
Admiralty coefiicient.....:.......... 222.5 IV Eb SeLl isksapcoaooe 
Brakeshorsepowersas eye eee Orel erect cca 19,200. Unknown} 
(Goaliper ian cles Ps peqhourseeerr rere 1.92 1.81* ov nnDOOGO 
(Copal jor 1835 18h, 1. jeate VW ocooeoccn|| cocoocoso 2.01 ? 
Miles per ton of coal................ 1.822 1.51 1.548 
Radius (nautical miles) a............| 1,780. 1,434. 1,471 
Twenty-four hours at 22.5 knots Date} March 14 June 30 March 3-4 
IMeantdisplacementaseeer ree rire | Manor cman | eare reer renee 716. 
Meanispeedsttenemitvencneeee een 22.665 22.536 22.779 
Meant Ris BM ie mos ee ciecleisine 172.1 812.535 473.34 
Apparent mean slip, percent ......... 12.6 15.7 18.7 
Coal per hour, pounds...............| 20,510. 18,485. 18,063. 
Indicated hersepower...............- 10,760. UN SYA |] ooad06n00 
Admiralty coefficient...............- 260.9 2662 5% |More seents 
Brakeyhorsepowel erent merece ae 9,340. Unknownf 
CoalipeslElep ba perhoursrereernicn 1.91 LSE lean eevee 
(Coalipe Berle PS perhoursere tiie leer 1.97 ? 
Miles}pemtontoncoalee eee ee 2.475 2.73 2.83 
Radius (nautical miles) a@............| 2,348 2,593. 2,686. 
Twenty-four hours at 12 knots Date! March 13 | June 26-27 | Feb. 28-29 
Meanidisplacement:.... successes sce BEC en Ae eer 3,710. 
Meant speed aknieilnuenineein nen 12.228 11.937 1252 
Meant Si PaMerr ccicicmnrietsonnmeins 91.4 164.11 249.7 
Apparent mean slip, percent 112 15.15 17.5 
Coal per hour, pounds,..............| 4.629. 4,051. 4,091. 
Indicated horsepower................ 1,600. LE Mi potoaoosad 
Admiralty coefficient................ 275.2 DTA Tih en Waren oes 
iBrakejhorsepowereeneee eee neice 1,360. Unknownf 
Coallper tps Raper bourne reer 2.89 2EGSEN tte cutee 
(Choyll forsve Js}, 18, 12> Fae Nee ooo oKbodall dosbontaas 2.98 ? 
Miles\per ton of'coal.. ..2..........- 5.965 6.6 6.66 
Radius (nautical miles) a............| 5,643 6,269. 6,338. 


* Equivalent I. H. P. based on assumption of 10% engine friction. 


+ Torsion meter gave totally unreliable readings, going as high as 28,000 horse 


power at full speed. 
a Starting with 950 tons of coal! 


390 


International Marine Engineering 


SEPTEMBER, 1908. 


had elapsed, while a further period of 48 seconds was re- 
quired to bring the turbines up to full speed astern, From 
full speed of ship astern until the turbines were at rest re- 
quired 15 seconds; from full speed astern until the turbines 
were running full speed ahead, the time was I minute 4 
seconds. ; 

The curve of propulsive efficiency for the Salem is parti- 
cularly interesting, showing a maximum of nearly 63 per- 
cent at from 24 to 24% knots, and a figure of more than 59 
percent at 26 knots. Reducing these figures to corresponding 
amounts for equivalent indicated horsepower we find that the 
maximum would be about 56% percent, and the figure at 20 
knots about 53% percent, both being splendid results. 

Special features of the trials of the Chester follow in tabu- 
lar form. It may be said that during the 22% knot trial there 
was in operation a considerable amount of auxiliary ma- 
chinery, including the evaporating and distilling plant, ice- 
making plant, ash hoists (as required), complete ventilating 
and steam heating systems, and all auxiliaries required in 
operating machinery. The astern trials on March 4 were 
made under a steam pressure of 105 pounds per square inch, 
the revolutions per minute being 390, and the speed astern 
12 knots. 


TweENtTy-FourR-Hour ENDURANCE TRIAL AT 12 KNOTS, 
FEBRUARY 28 AND 29, 1908. 


AVERAGE PRESSURE, Forward After 
POUNDS PER Engine Engine 
Square IncH Gace. Room Room 
Mainisteam,\emei ele cieeta cian cree wictlsleetate mG _Ihos, |) seach Mos 
High-pressure turbine.................. 10.3 lbs. 8.2 lbs 
Low-pressure turbine, vacuum........... 23.41 ins. 23.4 ins. 
136, 12, GAO? (HEUTE. 6 b00n006000000000 S308 Wess || cdose 
Vi, 12, Citbabaleg ETAT. o4 coooso006a000050 ZO) INKS | ooacc 
Mercury gage (condenser vacuum)....... 29.0 Ins. 28.8 ins. 
Barometeratastartolettialeermeriereteictrierierrer: 29.75 ins. 
Four boilers only used—grate surface.............. 232 sq. ft. 
With natural draft, coal consumption per sq. ft. of 
ENED FUENTES. 00000040000000009000500000000000 oy lla 


TweEnty-FourR-Hour ENDURANCE TRIAL AT 221%4 KwNots, 


MarcH 3 AND 4, 1908. 


AVERAGE PRESSURE, Forward After 
PoUNDS PER Engine Engine 
Square INcH GAGE. Room. Room 
Maingsteampejceteyytir ic erteet rier 230) = lbs% 220 Ibs 
High-pressure turbine.................. 98 Ibs. 93 Ibs. 
Low-pressure turbine................... ©  illos, 2.25 ins. 
H. P. cruising turbine, vacuum.......... mo) MEL |} coouc 
I, 12> GRU (HOTA DINS. ooooeocooc09a0K008 ist) | OSS |! cco 
Mercury gage (condenser vacuum)....... 29.9 ins 29.3 ins 
Second expansion, H. P. turbine......... 53 (Lbs. 50 Ibs. 
JMibliBWay, GATOS 006:060000000008000000] oca0c0s06 2 Ibs. 
Temperature of feed heater outlet...... Wag”, IB, ACUI” Je, 
IM ENA THAYFASAOWM 55 5600000000d000 00800006 BG IR 
@uthboardidelivenyacemaseeeeeiee cick 6420 
Coal per sq. ft. of grate surface per hour. 26 lbs. 
AIT EpLeSSULC SEER Cee De torrs o.7 inch. 


Four-Hour Furi Speep Trrat, Marcu 1, 1908. 


ANOS AMTEIGY CAMS o oo Goc0odOODObdoOUODDOONDOWOCOD 16 lbs. 
Temperature of feed heater outlet, mean........... PR o> 18 
@utboardideliveryaeemasreec eee eerie WS Bo 
IMENT MMAR. cuooopodon00do0000900000000000006 gu AR 
Coal per sq. ft. of grate surface per hour........... 55 Ibs. 
AITEpLessUre—— Maxim Um retieitititiivcin racttieicr 3 ins. 
AVETAZC re neyaistefetelseceiaterels cisicieteieeters 2.75 ins. 
Hi ghestispecdtorproeminutes ire elite ieee 26.6 knots 


AVERAGE PRESSURE, Forward After 
POUNDS PER Engine Engine 
SQUARE INCH GAGE. : Room Room 
Main: steams five coscion maine sore ene 243.5 lbs. | 246.7 lbs. 
Jeb AA RATAUIKS HUTTE. o5000000000000000 238.7 lbs. | 239.5 lbs. 
ILO HOES WADING oo0000000000000000 15-5 lbs. 15 lbs. 
Mercury gage (condenser vacuum) ...... 28.8 ins. 28.3 ins 
Second expansion, H. P. turbine......... 159-5 lbs. | 149.8 lbs 
H. P. cruising turbine, vacuum.......... A WHS |] coo0e 
I. P. cruising turbine, vacuum........... RHE |} 90,9000 
ANGI HUM ONWACS ooo00c00cn0d000000000000 28 ins. 28 ins. 


In the full-power trial of the Birmingham the air pressure 
was kept at 234 inches, the steam pressure at the engines was 
225 pounds per square inch, and the vacuum averaged 26.4 
inches. During the 24-hour trial at 22% knots, these figures 
were, respectively, 1.08 inches, 174% pounds, and 27.1 inches. 
The 12-knot trial gave corresponding results of 4% inch, 151% 
pounds, and 26.8 inches. 

The success attending the trials was anticipated by the 
naval constructors in the demonstration of the design three 
years ago in the model basin at the Washington navy yard. 
It was there found that a vessel of 4,000 tons displacement 
and 350 feet long required, in order to make 26 knots, more 
than double the horsepower of a vessel of the same dis- 
placement, but made narrower and shallower, and stretched 
to 450 feet in length. 

A feature which impressed the observers on board the 
Birmingham and Chester was the advantage obtained by the 
Chester in lack of vibration, a characteristic which contributes 
to the steadiness of the vessel as a gun platform. In the 
case of the Birmingham, the vibration from the reciprocat- 
ing engines was at times positively unpleasant, especially 
when the ship was running at high speed, and was part:- 
cularly noticeable in the cabins even when the vessel was at 
22.5 knots, while on the Chester there was hardly any percep- 
tible vibration. The advocates of the turbine have extracted 
much comfort from this practical demonstration, and are 
more than ever confident that the day of the reciprocating 
engine for large ships of war has virtually passed. 


MARINE ENGINE DESIGN. 
BY EDWARD M. BRAGG, S. B. 


RECIPROCATING MEMBERS. 

The reciprocating parts of a marine engine are usually 
designed for the maximum load to which the parts will be 
subjected. This load cannot be determined before the engine 
is built, as it depends largely upon the valve setting, and the 
indicator card is needed in order that the steam load may be 
determined. The maximum load can be determined approxi- 
mately, however, by means of factors obtained from the 
analysis of the results of engine trials. If J. H. P. is the 
indicated horsepower developed in a cylinder with a piston 
speed per minute = P. S., then the mean total load acting 
upon the piston 

Wn Jab, IB, YX BQ4TCO 


IPS. 
It has been found in the results analyzed that the maximum 
load was about 1.93 of this mean theoretical load. The 
formula to be used here for finding the maximum load for 
which the reciprocating parts are to be designed is, therefore, 


DSK Mo dls Iho XK BBSISO 
W= ; 
2S, 
where J. H. P. is the indicated horsepower to be developed 
in the cylinder in question. It will be found that this gives 


(20) 


SEPTEMBER, 1908. 


Airc BN 


—= 


= i x «; 
Pe mn 


PISTON ROD, CROSSHEAD AND BOX GUIDE. 


A B Cc D E By G |) dsl y K L 


To!) 7! 41/5” 5/014” Q” 


Yi 

YN La 33/4| 5Y/o!| 3” va 9” 8” 141/9”| 48/4”|151/2”|10” 

4! 08/3” 31/3”| 53/4" BY/4"| 7” via " 1a" 49/3” 17’ 8” 

30 11/4” | 41/4") 7175"| 31/0") 8” 17 81/5”|43/4”| 53/g”|18” |11” 

SE Oa Hie 5” |...) 88/44 91/2") 91/0”) 9170" 6” 69/8/21” |121/3” 

4’ 10” 60") 7/2") 51/2|10” 10” 10” 73/4”| T1/o|22” 16” 

4’ 6” 41/9!| T/o!"| 38/4") 8V/0"| 8” 8” 5/4”) 68/4/|171/0"| 12” 

2’ 10” 23/g”| 4” Q” 5” 5” 5” 3Y/o""| 4” 10” yk 

N O P Q R NS) av U Vv W xX iY. 
Tr? \) TW oo doclloo opal WS || WR cosoeallooasallocearallooonec lehoacu banade 
3/_ T/g"\ 5/g!| 7/g!"\ 3/4 1” 8l/o"| 3/4!" 43/,” 41/0" 58/4! 1231/2" 
3/_” 1” Oana V3! 1” | 41/4") 7/3" AYo"|  Al/yit 53/4”| 14” 
3/7 1/e”|_7/s"| 1” 15/16” 13/3” 0” 7/g" 41/5!” 5” 61/s”| 13” 
Vo! 1/5") 1174") 18/0" os. 1/4" 141/o”| 7/3"! 43/4” 51/57 21” 
1/3” | 12") 1” Solid Iain eee Ae oegullgooodd leononcd 22” 
YE? \looandleoans Solid]... iN TOME onc dlycacnelloooncs | 6/a"| 13” 
Pete 3/4”) 3/4”) Solid) 1” Yan ef? 13/47 | Get etn|| Wesceyal oars tS. 


very nearly the same results as the formula often used, 
W = area X boiler pressure. 

Piston Rods.—Piston rods are usually of the shape shown 
in Figs. 17, 18, 19 and 20, with a parallel middle body sub- 
jected to alternating loads, shouldered at each end of the 
parallel body to take the thrust, and threaded portions beyond 
to take the tension, the latter portions being subjected to 
intermittent loads. A column formula must be used for the 
design of the middle portion, and in these calculations a 
formula: based upon Rankine’s long column formula will be 
used. 

The formule for solid and hollow rods are as follows: 


°.48FCP 
+ F? + F; 


10,000,000 


Solid rods, De= (21) 


11/2” 7 
91/.” 5” 


International Marine Engineering 


81/9”| 99” | L/ | Y, 7 1” 
6Y/0”| 19” L/ | a 1/ ” 


61/2” T/A" 94” | Yo! 1” 


12/2” 21/9” Tie” | 3/4” CU” SARS tara coil lace sa ate |e 
27” 13Y/2” 23/4” W/o’ oy? 413/500) rerun | Cy eae | [eae 
24” 16” By? Vo! ou ACS pits eid | EA is (|b 
2391/2” 19” 2” V4" 23/4” 6/ 1/4” 17/2” 61/5” Ly of 
30” | 221/54” 3/4” Vo" By? PRIS A INS anes |W eee ee | Fee 
30” | 26” BY” Vo" 3Y/” de COs ma tll | meats real Umma Ihe dere 
44” | 25/2” 33/4” Vo!" y 4 4" 26” 10” Q1/o/” 
26” 24” 37 Vo! 31/4” 4r on 191/5” via 15/3” 
16” | 14” 13/4” 1/16” 1/4” | 2! 1/2” 1238/4” 5” 1/3” 
0 .48FCP 
Hollow rods, D? = +F?+ (2F+@)@+ F; (22) 
10,000,000 


where D = the diameter of the rod in inches at the middle of its 
length; 


2wW 
AB 
a} 
W = load on rod (Formula 20); 
G 
/ = allowable stress per square inch = —; 
N 


C = the ultimate strength of the material, 
= 60,000 to 70,000 pounds for merchant work, 


= 80,000 to 100,000 pounds for naval work; 


47 14" | 14” | 10” | 1174" 


| 49” QV") 11/4” 


International Marine Engineering 


SEPTEMBER, 1908. 


A | H 
11/”| 6” | 13” | 11/27 101/2” 
83/4” 161/2” 1537/4” 1353/4” 


8’ 8Y/4” 8” 
9g’ 6” Wh 13” 


N = factor of safety = 8 to 10 for torpedo boat engines, 
= 12 to 14 for other naval engines, 
= 15 for merchant ship engines; 
1 = length of rod in inches from under side of piston to upper 
side of crosshead block = (approximately) stroke + diam- 
eter of high-pressure cylinder + X,where X = 2 to 8 inches 


for merchant ship engines, = — 2 to — 8 inches for naval 
engines; es 

d = inside diameter of hollow rod, and may be taken from 47 2F 
to 2V oF. 


In discussing the factors of safety to be used for different 
kinds of loads, it was stated that 12 would be used for alter- 
nating loads. It was also stated that these factors would be 
modified sometimes by reason of the conditions under which 
the part worked. The piston rod is guided more or less 
rigidly at three points: at the piston by the piston rings, at the 
stuffing-box, and at the cross-head. These three points may 
be out of line in the first place, or may get out of line as the 
engine works, and thus cause the rod to have an initial flexure 
at times. The factor 0.48 in the formula assumes that the 
rod is held rigidly at the cross-head end, and that only 
two-thirds of its length is subjected to bending, whereas it is 
probable that it is not held rigidly at the cross-head. A third 
reason for modifying the factor is that the rod is working a 
part of the time in steam and part in the open air, and runs 
through a stuffing-box, which may get hot and grip it. When 
all of these conditions are considered it seems wise to increase 
the factor of safety from 12 to 15 for this member. 

The thrust of the rod is transmitted to the piston and cross- 
head block by means of a shoulder, either positive, as in Figs. 
19 and 20, or negative, as in Figs. 17 and 18. This shoulder, 
when negative, has a breadth of 1/16 inch in the smallest rods 
and 3/16 in the largest rods. When the shoulder is positive it 
is generally broader, varying from 4% inch to ¥% inch. The 
threaded portion of the rod, having to transmit tension only, 
is designed to have sufficient area at the root of the threads 
to transmit the load with a factor of safety of 10. As four 
threads per inch are generally used, the diameter of this 
portion must be increased by 


I.299 


= 0.325 inch (about), 
4 


to allow for cutting the threads. The diameter of the threaded 
portion, taken to the nearest %4 inch, should be: 


40W 
D'= + 0.325. 


7™7C 
(W and C are as above.) 


The connection between the shoulder and the threaded por- 
tion is usually made by means of a tapered part, the taper 
being 2 or 3 inches per foot. Cylindrical nuts are generally 
used in attaching the piston and the cross-head. 

The length of the rod between shoulders will be given only 
approximately by the formula L = stroke + high-pressure 
diameter + X. This is near enough for calculation, but the 
final length should be determined from the assembly draw- 
ing. 

Bearing Pressures.—Before proceeding further with the 
design of the reciprocating parts, it will be well to take up 
the question of pressures allowed upon bearing surfaces. It is 
usual to figure the bearing surface of pins and shafts as equal 
to the length of the surface multiplied by the diameter of the 
pin or shaft, 7. e., as equal to the projected area of the bear- 
ing. The pressure allowed must be low enough to keep the 
bearing cool, and varies with the conditions and the possibility 
of artificial cooling. When there is no.motion between two 
parts the pressure between them can be very large, but as the 
extent of the motion between them increases the pressure 
allowed decreases. Since it is a question of keeping the bear- 
ing cool, we can deal with the mean unit bearing pressure, 
since the maximum will occur generally but for an instant. 
In.some cases, however, it is more convenient to deal with the 
maximum pressure to avoid confusion. The pressures allowed 
upon the different surfaces are shown in Table VII. The 


(23) 


TABLE VII. 


Allowable pressure on bearing surfaces in pounds per 
square inch of projected surface: 


USING MEAN LOADS— Merchant. Naval. 
CRANKBEING Cerin rier 200 to 250 250 to 300 
MAIN BEARINGS...............- 200 to 350 250 to 500 

USING MAXIMUM LOADS— 

SHAWL (CAG, 69000005800000000 60 to 80 7o to 100 
CROSSHEAD BERINGER eee 850 to 1,200 1,200 to 1,800 
CINK LO CKBL INGER erie 750 to 1,000 850 to 1,200 
INKS BLOCKS GIBS etree 250 to 400 350 to 500 
EccENTRIC RoD PINS........... 700 to. 6950 goo to 1,100 
IDIYNe} INCI) IPWNS566000000000000 500 to 700 700 to ©6800 


175 to 225 
80 to - 100 


SEPTEMBER, 1908. 


most of the pressures are based upon the maximum loads, as 
these loads are used in the design of the other parts, and it 
is less confusing to deal with but one load. It will be noticed 
that those surfaces which have but little relative motion have 
the greatest unit pressure allowed upon them, while those with 
more motion, such as the slipper, main bearings and crank 
pins, have a lower unit pressure allowed. The question of 
the determination of the loads coming upon the different sur- 
faces will be taken up later. 

Cross-Head Block.—There are two types of cross-heads, 
those with external bearing surface, as shown in Figs. 17, 18, 
19 and 20, and those with internal bearing surface, as shown 
in Fig. 21. When the bearing surface is external, the block is 
approximately a cube, with the two cross-head pins projecting 
from two opposite faces. When the bearing surface is in- 
ternal, the cross-head consists of a box, with bottom brass 
and cap, in which works a pin held fast in the jaws of the 
connecting rod fork. (See Fig. 22.) This latter type is used 
principally upon small, fast running engines, and upon tor- 
pedo boat engines. 

The cross-head block with external bearing surface is 
generally from 1.8 D to 1.9 D upon a side (D being the 


FIG. 22. FIG. 23. 
diameter of the piston rod), and tends to split upon a plane 
passing through the axis of the piston rod, where the cross- 
section of metal resisting the bending moment is shaped as 
shown in Fig. 23. The bending moment upon this section will 
be 
WL 
M= Tia 
4 

where W is the load previously found, and L is the distance 
from center to center of cross-head pins. 

Cross-Head Pins—The maximum load W, divided by P, 
the allowable pressure upon the cross-head pins, taken from 
Table VII., will give the surface that must be provided in 
these pins, or 

Ww 
1X d= — 
2P 
where /] = the length of one pin and d = its diameter. The 
diameter d should be from 1.2 D to 1.4 D, where D is the 
diameter of the piston rod. This will give a pin with a suf- 
ficiently strong attachment to the block, so that no other 
calculation need be made upon it. This diameter of pin may 
have to be changed later on, when the dimensions of the upper 
end of the connecting rod are known, but it is sufficiently 
close for calculation. The length of the pin will usually come 
about equal to its diameter. 

The breadth of the block having been assumed, and the 

WL 
length of the pins found, the bending moment — 
found. 4 


can be 


The moment of inertia of the section resisting the bending 
is 


International Marine Engineering 


393 


bh 


I2 
where 0 is the net breadth after taking out the piston rod 
hole, and h is to be found so that the stress shall be reasonable, 


3WL 
DS ; 


2b} 

Here f should be chosen so that the factor of safety will 
be 12. The cross-head blocks are usually made of wrought 
steel, or cast steel, with the pins hardened. A facing strip 
should be allowed around each pin, from 1 inch to 2 inches 
wide, and projecting from the block 1/16 to % inch. 

If the cross-head has internal bearing surface, the length 
and diameter of the bearing are calculated in the same way as 
are the pins, 


(24) 


W 
lXd=— 
: IL 
The length of the pin determines the thickness of the block, 
and the other details are figured in the same way as are the 
boxes of the connecting rod, whose design will be taken up 
later. 


' 


Use 8 
1%” Bolts 


FIG. 25, 


FIG. 24. 


Slipper —The slippers attached to the cross-heads are 
usually one of the four types shown in Figs. 17, 18, 19 and 20. 
Fig. 17 shows the type used upon many small engines of 
1,000 indicated horsepower and less. It is a cast-steel box, 
inclosing for .a guide a square cast-iron beam, upon whose 
front and back surface the slipper bears. There are some 
parts of the slipper which should be figured, such as the 
amount of surface and sizes of bolts, but there are other parts 
which are determined by practical considerations, and dimen- 
sions such as P, R, O, QO, U, etc. (see table accompanying 
Fig. 17), can be taken from blue prints of other engines, or 
from the figures here given. 

The dimensions K and L of the bearing surface are deter- 
mined from the total load coming upon the guide and the 
allowable unit pressure given by Table VII. The maximum 
pressure comes upon the slipper when the crank is 90 degrees 
from the line of dead points. Referring to Fig. 24, it will be 
seen that when a load W = A E acts through the piston 
rod A A, and is transmitted to the connecting rod A B, a load 


E D will come upon the slipper. This load 
ED 
S=WxX— 
AE 
or, approximately, 
ED r 
G=Wx—=W,-, 


394 


where is the ratio of the crank length to the length of 


l 
the connecting rod. This ratio usually is from 1% to 1/5 for 
marine engines: The amount of surface for the slipper will 
then be 

WxXr 
KXL= 


: (25) 
XP 

The tables under Figs. 17, 18, 19 and 20° will show that K 
and L are nearly equal in smaller engines, but that K = 1.5 L 
in the larger engines. The bolts joining the slipper to the 
cross-head, and those joining the two parts of the box, must 
be figured for the load G. The distance from the center line 
of the piston rod to the surface of the slipper, see QO, Figs. 
17 to 20, must be sufficient to have the boxes on the forked 
end of the connecting rod clear any adjacent parts or surfaces 
when angled over the extreme amount. The exact distance 
must be taken from the assembly drawing, but it will generally 
be from 2.5 D to 3 D. 

The cast-iron beam upon which the box guide slides can 
be figured as a beam supported at the ends, and loaded at the 
middle with a load G. Its length will equal the stroke of the 
engine + K. The thickness of the beam M can be assumed 
from the table, and the beam figured as though of solid cross- 
section, although it will be cored out inside to permit water 
to circulate and carry off the heat. 

The type of slipper shown in Fig. 18 is the one most com- 
monly used. The amount of surface needed when going 
ahead is figured in the same way as in the previous case, but 
as the “backing” surface is upon the back of the slipper, it 
will be less than the “go-ahead” surface, because of the web 
joining the slipper to the block flange. The “backing” surface 
is made as great as possible, but is usually only about two- 
thirds of the “go-ahead” surface. When backing, there is a 
tendency for the slipper to break close to the web spoken of, 
so that it must be figured for bending at that point. 

The arrangement of slipper and backing guide is shown in 
Fig. 25. It is assumed that all of the restraining pressure 


G 
exerted by one backing guide = 
D 2 
the surface, with an arm ——. 
2 


, is acting at the center of 


The front and back of the 


slippers are recessed to take white metal, so that the thickness 
effective for resisting bending will be that between the backs 
of the white metal. Choosing a stress appropriate for the 
material of which the slipper is to be made, generally cast or 
wrought steel, the necessary thickness of slipper between the 
backs of the white metal will be ; 


WXrXbdxX6 
"| ——— SSS > (26) 
B® SK USK BSE IK SK ji 


where W = load upon piston rod, 
r = length of crank, 
b = breadth of backing surface in one guide, 
1 = length of connecting rod, 


K =[length of slipper, 
=a stress which will allow a factor of safety of 12, since 
the slipper is subjected to loads acting in opposite 
directions. 


The thickness thus found must be increased by the thickness 
of white metal on each face. 

The backing guide can be figured in the same way, by merely 
changing the allowable stress, as cast iron is usually employed 
for the backing guide, and it is assumed that only that portion 


International Marine Engineering 


SEPTEMBER, 1908. 


of the guide in immediate contact with the slipper resists the 
bending; therefore, K has the same value as before. Since 
the bending takes place where there is a sharp corner, it is 
well to use a low stress, about 1,500 pounds for cast iron. 
The bolts attaching the backing guide to the engine frame are 
spaced from 6 to 8 diameters apart. These bolts are brought 
into play only when the engine is backing, and it will be 
assumed that all of the bolts in the guide help to carry the 
load. This load will be 


G @-8 
—= ox 
2 & 


(see Figure 25), 


the distance e + g depending upon the size of bolt used, and 
this size will have to be determined by trial. The number of 
bolts will be 

K+s 


? 


nN 


where K = length of slipper, s = length of stroke, and » = 
spacing of bolts. These bolts can be placed within a half inch 


of the edge of the slipper. Therefore, 
b Ten, 

QS SP — FS 

2 BB @ 


where d = diameter of bolt assumed. The bolt should be 
placed not nearer to the outer edge of the guide than 1.5 d, 
and the projecting lip will be from % inch in small engines 
to I inch in larger engines, so that g = 1.5 d + ¥% inch to 
t inch. The effect of placing the bolts so far to one side of 
the line of action of the force will be to increase the effective 


G 
load —— to about G, and this can be kept in mind when select- 
2 


ing the trial size of bolt from Table IV. 

When the cross-head block is provided with two slippers, 
as shown in Fig. 19, there is as much “backing” surface as 
“oo-ahead” surface, and a guide must be provided for both 
sides of the engine frame. In this case the back of the slipper 
does not have to be kept open to clear the “backing” guide, so 
additional webs can be put in, thus making a much stronger 
and stiffer slipper. Since the slippers are not subjected to 
bending, they can be made thinner than in the previous case; 
and the webs, joining the slipper to the flange which connects 
it to the block, are made thinner than the single web. These 
thicknesses cannot be figured, but are determined by practical 
considerations; the parts must be thick enough to “look well,” 
and have the requisite stiffness. The data given with Fig. 19 
will be useful in this respect. 

The cross-head shown in Fig. 20 is used on very large 
engines. The “backing” surface is equal to the “ahead” sur- 
face, and all of the parts are designed in the same way as 
those previously mentioned. This design enables the columns 
to be placed closer to the center line of the engine, and is 
used generally with four cast-steel columns to each cylinder, 
upon each of which is a guide surface. 

Upon all of the types of cross-heads it will be noticed that 
provision is made for removing the slipper without disturbing 
the alinement of the other parts. The key at the top of the 
block, which permits this removal, is held in place by two or 
more bolts. In the “two-slipper” and “four-slipper” type of 
guide; the bolts attaching the slipper to the block need be only 
34 inch to I inch in diameter. In the other types they should 
be figured to carry the full load coming upon the slipper when 
backing. The key at one end and the lip at the other prevent 
any shear from coming upon these bolts. 

(To be continued.) 


SEPTEMBER, 1908. 


International Marine Engineering 


395 


CHICAGO FIRE BOATS. 

Designed by W. I. Babcock, New York, two fireboats for 
the fire department of the city of Chicago have been built by 
the Manitowoc Dry Dock Company, Manitowoc, Wis., and 

‘were expected to be fully completed and go into service by 
the middle of this summer. For facility in maneuvering in the 
narrow and crooked river, and in the slips where the boats 
have to work, they are fitted with twin screws, and also with 
steam steering gear. By working one screw ahead and the 
other astern the boats can be swung completely around as on 
a pivot in either direction. 


discharge, and capable of delivering together 9,000 gallons of 
water per minute at a pressure of 150 pounds per square inch, 
when running at a speed of 1,700 revolutions per minute. By 
branch pipes, properly fitted, the discharge of one pump can 
be turned into the suction of the other, thereby running the 
pumps in tandem as one four-stage pump, then delivering 4,500 
gallons per minute at 300 pounds pressure. This, going 
through a 3%-inch nozzle, will make a tremendously powerful 
and effective stream. 

At 125 pounds pressure these pumps will each develop 5,500 
gallons per minute. One of the great advantages of the cen- 


a Ui 
Lite ee 


iu 16 18 20 225724 


Belt 


28/28 
Belti 


INBOARD PROFILE OF THE CHICAGO FIRE BOATS, 


Hulls—tThe boats are 120 feet over all, 109 feet 6 inches 
between perpendiculars, 28 feet molded beam, 15 feet molded 
depth, and will have a draft of about 9 feet 6 inches. They are 
constructed of steel throughout, practically no wood being 
used anywhere except for the inside finish of the deckhouse 
and pilothouse. The fore foot is cut away considerably, both 
for convenience in handling and for breaking ice, and the bows 
at the waterline are heavily strengthened also for the latter 
purpose. There are five bulkheads, of which four are water- 
tight, and lower decks forward and aft, dividing the hull into 
six watertight compartments. 


) —fllox_ ee 
Zs 5 


30 31 132 
Belt 
SHOWING LOCATION OF PUMPS AND FIRE NOZZLES. 


trifugal pump for this service is that the volume and capacity 
-can be varied at will. Combined with this is a smoothness of 
operation and lack of necessity for attention not found in any 
other pump, while if inadvertently all discharge openings are 
closed at once the pressure would rise but slightly, and there 
would be no danger of bursting hose or anything else. 
Another great advantage of centrifugal pumps operated by 
steam turbines lies in the fact that the boat can throw her 
rated capacity of water at all times, and there is a great saving 
of fuel over the ordinary reciprocating pumps operated with 
single non-condensing steam cylinders. The water consump- 


Fr = 
Cy 
a —— ay) 
\y SS 


penal 
rr 


( 


GENERAL ARRANGEMENT OF PUMPING AND PROPELLING MACHINERY ON THE CHICAGO FIRE BOATS. 


With the exception of the engine-room skylight, the low 
boiler trunk and a deckhouse immediately forward of it con- 
taining a toilet and a large hose room, with pilot house on 
top, the deck is flush. A plate bulwark forward continues back 
to the deckhouse, from which an open iron rail extends ait, 
supported by cast steel stanchions. Two lines of heavy iron 
trough-shaped fenders run all fore and aft on the outside of the 
hull. 

Machinery.—The arrangement of the machinery is novel, 
in that the same engines are used for operating the fire pumps 
and for propelling the vessel, thus entirely doing away with 
separate propelling engines. Each boat is fitted with two 
centrifugal fire pumps, built by the I. P. Morris Company, of 
Philadelphia, of the two-stage type, with 14-inch suction and 


tion of the turbine per horsepower per hour is only about 17 
pounds, while with the reciprocating pump it is probably three 
times that amount. It is practically impossible to put boilers 
enough in the boat to supply this amount of steam. Even with 
the exhaust turned into the stack to force the draft, which 
means a low efficiency for the boilers, there is probably no fire- 
boat in service to-day, with reciprocating pumps, that can run . 
those pumps to anywhere near their full capacity. A boat 
rated as of 9,c0oo gallons capacity per minute is really only 
about a 6,000-gallon boat. 

The pumps are set one on each side of the ship, drawing 
from a I4-inch header, extending across the engine room im- 
mediately forward of them, and delivering to turrets on deck 
directly above. All connections are short and direct, and all 


396 


International Marine Engineering 


SEPTEMBER, 1908. 


curves of easy sweep. The deck turrets are set diagonally on 
deck, and each has nine 3!4-inch openings for hose, with 
quick-moving lever valves at a convenient height. In winter 
these turrets will be inclosed in iron casings, to which steam 
pipes are led, to prevent freezing. At a height of about 7 feet 
above the turrets is an oval platform carrying the two 3%-inch 
Universal monitors, which are vertically over the turrets and 
supplied by 5-inch pipes from them. The supports for the 
platform and the ladder to it come between the turrets, so as 
not to interfere with the hose lines. There are no other 
monitors on the boats, Fire Marshal Horan, of Chicago, be- 
lieving that smaller ones forward and aft are unnecessary. 

Each pump is driven by a horizontal Curtis turbine of 660 
horsepower, built by the General Electric Company, of 
Schenectady, N. Y., and directly connected to it on the same 
shaft and bed-plate. This shaft also carries a 200-kilowatt 
generator of the direct-current type, shunt wound for 275 volts, 
for operating the propelling motors. On each of the propeller 
shafts of the vessel is placed a direct-current, variable speed, 
reversing motor, shunt wound, and designed for operating on 
the variable voltage system, developing 250 horsepower at 200 
revolutions per minute. 

Two turbo-generator exciting and lighting sets of 25 kilo- 
watts capacity each are provided, either of which alone is 
sufficient. All generators and motors are to be tested by a 
stream of water from a hose, and must operate perfectly under 
such conditions. Steam or moisture in the engine room will 
therefore have no effect on them. 

The generators and motors are supplied with independent 
controllers, two in the engine room and two in the pilot 


house, with suitable switching devices, so that only one set can. 


be in use at a time. A switchboard is installed in the engine 
room. Between the two turbine sets, high up under the deck 
beams, to save floor space, is a surface condenser built by the 
Alberger Condenser Company, of New York, with wet and 
dry vacuum pumps directly beneath it. The 10-inch centri- 
fugal circulating pump is on the port side abaft the turbine set. 
The capacity of this pump is 3,000 gallons per minute, and it 
is fitted with a bilge suction, so that it can be used for pump- 
ing out the engine room in case of necessity. Feed and pony 
pumps, sanitary pump, etc., are placed on the bulkhead next 
the boiler room. 

Boilers—There are two Scotch boilers, built by Johnston 
Brothers, Ferrysburg, Mich., in a compartment next forward 
of the engine room, placed side by side, facing forward. These 
boilers are 12 feet 6 inches in diameter, and 11 feet 6 inches 
long between heads, built for a working pressure of 170 pounds 
per square inch. In each boiler are two Morison suspension 
furnaces, 44 inches diameter, with separate combustion cham- 
bers. The boilers have one stack in common, and are operated 
on the closed stokehold system, with blower in engine room. 

Operation.—In the operation of these boats, great speed is 
not required, and therefore the generators and propelling 
motors are only of moderate power, less than one-half the 
capacity of the two turbines. The Chicago river is crossed by 
bridges every block or two, which must be opened for the 
passage of the boats, so that high speed is out of the question. 
It was considered, further, that a combination of circum- 
stances requiring full power on the fire pumps and full power 
on the propelling motors at the same time for any protracted 
period is practically impossible, and that if, while the boat is 
pumping water to her full capacity, the motors are called into 
service to change her position slightly, the turbines will easily 
stand the temporary overload. 

It was for this reason that the electric propulsion was de- 
cided upon. 
pumps. If ordinary steam engines were used for propelling the 
boat, it meant two more engines, with four cylinders, valves, 
shafts, rods and all the complication and working parts to 


The turbines were there, anyway, for the fire . 


briiyy 


take care of and keep in repair. Adding the generators and 
motors, which practically require no attention at all, added 
nothing to the work of the engineer, while by the system of 
control adopted, he is even relieved of the necessity of answer- 
ing bells and operating engines as usual: All this is done from 
the pilot house, where the captain has a lever under each hand, 
and can control his twin screws, going ahead or back on either 
or both at any speed instantaneously and entirely independently 
of the engineer, to whom it makes no difference whether the 
motors are turning or not. 

When the boat is lying at her station, under banked fires, 
waiting for an alarm, the sea cocks are closed and the pumps 
drained of water. When an alarm comes in the engineer has 
only to start his turbines, circulating and air pumps. The 
captain starts the propelling motors, and, on the run to the 
fire, the power of the turbines is used for running the boat 
only, the impellers of the fire pumps turning freely in the 
casings and doing no work. Special arrangements are fitted 
for oiling the bearings under this condition. On arrival at 
the fire, all the engineer has to do is, without stopping the 
turbines, to open the sea cocks and turn water into the pumps. 
As soon as the propelling motors stop the generators cease to 
develop power, and the armatures turn freely, the power of the 
turbines then being used for pumping only. If the motors are 
called upon temporarily to shift the position of the boat, the 
action of the pumps is not interfered with. 

When the fire is over and the boat relieved, the engineer 
simply shuts his sea cocks, opens the drains on the pumps, and 
the boat goes back to her station. 

There are important incidental advantages in driving the 
screws by motors instead of steam engines. One is that if the 
boat ever has to go into rough water, there is no racing of the 
screws, the speed of revolution being constant for whatever 
voltage is being used; this being governed by the controller. 
It is also possible for short periods to considerably increase 
the revolutions and power developed by the motors, though 
this cannot be done for any length of time, on account of 
undue heating. Another advantage is that, if a sudden strain 
is put upon the shaft by the propeller striking heavy ice, or 
running against dock piles or other obstructions which are 
frequently encountered in the confined spaces in which the 
boats must work, the circuit breaker throws out, instantly 
taking off the power, and there is much less danger of 
breaking wheels or shafts than if a steam engine were used. 

The engineer has to answer no bells at any time, and can 
devote his whole attention to his machinery. Of this the tur- 
bines and fire pumps are entirely inclosed, and require no 
attention at all, while nothing is more reliable or requires less 
attention than high-class generators and motors. As an 
additional precaution the extra controllers are fitted in the 
engine room, and the engineer can operate the motors on signal 
from the pilothouse as usual if desired. ‘ 

A full installation of electric lights is fitted, operated by 
either one of the turbine exciting sets, and a powerful search- 
light is fitted on top of the pilothouse. 

The Chicago river is in many places 200 or more feet wide, 
and the buildings extend right to the water’s edge. The 
depth is about 20 feet. Since the opening of the drainage canal 
to the Mississippi there is at all times a considerable current in 
portions of the river. In order, therefore, to hold the boats in 
a position where they can do effective work on a fire at the 
river bank, where lines cannot be made fast to moor them, 
they are fitted with spuds like a dredge, two forward and one 
aft, working through wells in the bottom of the boat and raised 
and lowered by steam power. These spuds are made of double 
thick steel pipe, 18 inches diameter, stiffened internally by 
heavy plates and angles, shod with cast steel points to take 
hold of the river bottom, and made watertight to reduce the 
apparent weight to be handled. 


SEPTEMBER, 1908. 


Breakdowns.—These boats are exceptionally guarded against 
total disablement by breakdowns of any single part of the 
equipment. Nearly everything is in duplicate. There are two 
boilers, two fire pumps, two turbines, two generators, two 
screws, two propelling motors, two exciting and lighting sets, 
two feed pumps and two injectors. While there is naturally 
only one condenser, circulating and air pump, the turbines are 
fitted with disabling pipes, through which they can be ex- 
hausted to the atmosphere if necessary, so that any accident 
which puts the condenser temporarily out of service can only 
reduce somewhat the efficiency of the boat without causing her 
to be laid up entirely. 


The Float Beta of the London Fire Brigade. 


The powerful steam fire pumps and other fire-fighting ap- 
paratus on board the Beta, the latest and most powerful fire 
float on the Thames, have been specially designed and con- 
structed by Shand, Mason & Co., of Blackfriars, London. 
The Beta marks fifty years of the Thames floating steam fire 
engine, and the contractors for the initial steam fire float 
(Shand & Mason) were the predecessors of the present firm. 

The fire-extinguishing output of the Beta is furnished by 
four pumping engines, each of which will deliver 1,000 gallons 
per minute at a pressure of 140 pounds to the square inch. 
These engines are so arranged that each can be worked sep- 
arately, or two, three or four together. The pumping capacity 
of the float in the latter case is 4,000 gallons per minute or, 
roughly speaking, 900 tons of water per hour. 

The pumping engines are of Shand, Mason & Co.’s patent 
double vertical type, giving a uniform delivery of water under 
even pressure, and are fitted with their variable steam ex- 
pansion arrangement, this providing the greatest power pos- 
sible with a given supply of steam. It may be noted that the 
latest land steamers supplied by the firm to the London Fire 
Brigade are of similar design to the new Beta engines, though, 
of course, of smaller capacity. 

Each engine consists of two double-acting pumps, arranged 
vertically and connected to a corresponding pair of steam 
cylinders by stout standards of polished forged steel. Two 


International Marine Engineering 3 


No) 
N 


FRONT OF ONE OF THE FOUR PUMPING ENGINES. 


piston rods convey the movement of each piston to the cor- 
responding bronze cross-head, which is made solid with the 


THE FIRE BOAT BETA, RECENTLY ADDED TO THE LONDON FIRE BRIGADE, SHOWING BIG MONITOR NOZZLE. 
(Copyright, Reginald Haines, London.) i 


398 


pump-rod, and a steel connecting rod jointed in the cross- 
head communicates the movement to the double-throw crank- 
shaft. Suitable fly-wheels on the crankshaft provide for reg- 
ular working, and at the ends of the crankshaft are the 
eccentrics of the variable cut-off gear, the variations being 
effected by means of a lever and quadrant at side of steam 
cylinder, as shown in one ‘illustration. 

The pumps have large valve area, admitting of high speed 
and steady delivery of water at high pressure. These 
valves are readily accessible for examination or renewal by 
removal of one cover.. Large copper air-vessels are fitted to 
suction and delivery branches. An automatic relief valve is 


SIDE OF ONE OF TILE FOUR PUMPING ENGINES. 


fitted in addition to the by-pass connecting delivery and suc- 


tion chambers, and relieves the pump of any excessive press- 


ure due to the closing of outlets, use of small jets or other 
cause. The lubricating arrangements and other fittings are 
of the most complete and up-to-date character. 

The fire-engine fittings on deck, supplied by the builders, 
include a large monitor nozzle of new design, which will take 
the full combined capacity of the pumps, and through which 
a powerful stream of water can be hurled a distance of some 
300 feet. So efficient is the action of this monitor that not- 
withstanding the great pressure at which the water is thrown, 
the 3%-inch or 4-inch jet can be directed to any point or at 
any angle and controlled with the greatest ease. 

Two smaller monitors of similar design to the large one, 
fitted with 134-inch or 2-inch jets, and capable of taking 
1,000 to 1,200 gallons per minute each, are also fitted on the 
deck—one on either side. There are, in addition, eight sep- 
arate delivery outlets to which lines of hose can be connected 


International Marine Engineering 


SEPTEMBER, 1908. 


and run up into a burning building or vessel, enabling the 
firemen to deal with a fire at close quarters; or by means of 
long lines of hose from these outlets the float’s pumping 
power and inexhaustible supply of water may be used with 
effect a quarter of a mile or more from the waterside, should 
a large conflagration demand it. 

Under ordinary conditions of working, the fire pumps of the 
Beta will, of course, draw their supply from the river by 
means of a fixed suction pipe, but an attachment is provided 
for flexible suction pipe, so that the fire float can be used at 
any time for salvage pumping. 

The vessel is a specially designed boat, too feet in length 
over all, and of 16 feet beam, with a draft of 3 feet 3 inches. 
She has a speed of 11 knots and is propelled by two triple- 
expansion engines. 


A Fire Boat for Genoa. 


A powerful fire and salvage boat, built by Merryweather 
& Sons, London, for the Genoa Harbor Board, is capable of 
throwing twelve jets simultaneously, the largest single jets 
being 3 inches in diameter at the nozzle. This enormous 
stream of water was thrown to a height of about 200 feet. 

The vessel is called the San Giorgio, has an over-all length 
of 74 feet, a beam of 16 feet 8 inches, and draft of 5 feet. 
Power is obtained from two Merryweather quick-steaming 
boilers, which supply the propelling engines, pumps and 
auxiliary machinery. The propelling engines are of the 
double-cylinder, vertical compound type, driving twin screws. 

The fire pumps are of the double-cylinder horizontal 
“Greenwich” pattern, of a total capacity of 4,000 gallons per 
minute. They draw water from the side of vessel when in 
use for fire extinction, but when required for salvage opera- 
tions suction is taken through flexible piping connected to 
two 6-inch deck connections. The pumps discharge through 
two monitors on deck, also through two distributing heads, 
each fitted with four outlets for the attachment of flexible 
hose. The monitors and pumps are entirely of gunmetal; 
the steam, exhaust and delivery pipes being of copper with 
bronze flanges. 

In the speed trials of the San Giorgio the measured mile at 
Long Reach was traversed at 10 knots, with the safety valves 
lifting. A special feature is that the boilers, engines and 
machinery are all in duplicate, so that the vessel can be prac- 
tically relied upon as being always in fit condition for ser- 
vice, as, in the event of any part of the installation requiring 
attention or adjustment, the corresponding relay can be at 
once utilized. By means of an oil-fired heater, a low pressure 
of steam can always be maintained in one of the boilers, 
enabling the vessel to get under way within fifteen minutes 
of an alarm. Steam at 120 pounds pressure can be raised 
in twenty minutes from cold water. 


The accompanying table gives a list of fire boats at pres- 
ent in service in the New York City fire department: 


Length Horse- Capacity 

Name Overall. Breadth. power. of Pumps.* 
Aopharaelinl smarts 120 25 575 9009 
INGD WOAHO? cococcacc0n0% 125 26 800 13,000 
IDEN lo IBOOGN coccoccas 106 23.9 240 6,500 
Wt, Ibe SCOR oocosavcce 111 24 338 6,500 
cu So JEIGBABoo00s 0500 Wilh 24 649 7,920 
Geo. B. McClellan........ 112 24 650 6,000 
SAI EXD" caso acdbouesdad 99 23.9 265 3,500 
VARS IDOE cocsacca0000 131 27 850 14,000 
UiporeeS VBI soca000000 131 27 850 14,000 


Another fire boat, slightly smaller than the Duane and 
Willett, is being built for the city. ‘She is named Cornelius 
IV. Laurence. 


* Gallons per minute. 


a 


——— 


SEPTEMBER, I908. 


The Disappearance of Manila Lines on Board Ships. 
BY ROBERT SANFORD RILEY. 


So closely has manila rope been associated with ships, that 
it has become a symbol of things nautical. It may surprise 
some to know that there are now ships with practically no 
manila or hemp lines aboard. We have become accustomed 
to horseless carriages, wireless telegraphy, and now we are 
confronted with “ropeless ships.” In the old days fiber 
ropes were universal, but now the age of steel has come, 
afloat as well as ashore, and the familiar ropes of manila or 
other fiber have given way to wire cable. It is some years 
since steel came into general use for standing rigging; now 
it is superseding manila even for the running rigging, as well 
as all other uses aboard ship. 

The steering gear is no longer connected up by manila 
lines, nor even by clumsy and noisy chains. The wire cable 


TOWING MACHINE, BUILT BY THE AMERICAN SHIP WINDLASS COMPANY. 


International Marine Engineering 399 


teriorate in the hot places so common on steamships. There 
are many instances where fiber lines have actually rotted and 
become useless without ever being used. They are bulky and 
difficult to stow neatly, hence they are apt to be neglected 
and abused. : 

A wire line can be oiled and preserved indefinitely, and its 
easy stowing qualities are more apt to secure proper treat- 
ment for it. It is generally reeled on drums, which are 
thoroughly accessible and ready at all times for instant use 
or overhauling. A corresponding manila line would be 
dumped into some dark corner or locker, so as to keep it 
out of the way. 

The greatest limitation for the use of steel rope is its rig- 
idity. It will not stretch to any appreciable extent, and this 
renders it very susceptible to sudden shocks. Fiber will 
stretch before breaking, so that in case of a load suddenly 


SSSI 
ns 


PROVIDENCE TOWING MACHINE, WITH PATENT AUTOMATIC WINDING DEVICE, 


makes an ideal connection, being both strong and noiseless. 
Hoisting lines for all purposes are now regularly made of 
steel wire cables. The steel ash handling lines do not burn 
or dry out with intense heat. All the freight elevators and 
the new passenger elevators aboard ship are operated by wire 
cables. The awning on deck is strung on wire lines, and the 
life lines everywhere are generally made of steel. 

There are some uses to which wire cables have not yet been 
adapted, and perhaps never will be. We still depend on 
stout stud link chains for the most vital of all lines, the 
anchor cable. The steel cable cannot yet stand such chafing 
and abuse and still be so dependable as the chain cable. Nor 
can it safely lie so long unused and uncared for in damp chain 
lockers. But even in this respect it is better than fiber, for 
though it will rust it will never rot, and neither will it de- 


applied it may “fetch up” gradually enough to save parting. 
This may be illustrated by figures: If a slow-moving ship is 
brought up with a manila line, it will probably stretch the 
line 6 inches or more, and during the stretching the ship 
is gradually losing way. The shock is absorbed in 6 inches, 
and the momentum may be considered as divided by the dis- 
tance traveled. In the case of a steel cable, however, the 
ship would have to be brought up almost instantaneously, say 
in ¥@ inch; hence, the stress on the rope would be 48 times 
as great. This shows very clearly that, although the wire 
may have several times the strength of the manila for a 
steady pull, yet it has very little chance when it comes to 
a shock. ; 

The many advantages of wire over manila, however, have 
led to the adoption of ingenious means for taking care of 


400 


International Marine Engineering 


SEPTEMBER, 1908. 


the shocks which cannot be avoided in handling ships. Inci- 
dentally, other advantages are obtained, chief of which are 
ease and speed of stowing. The lower cost and longer life 
of wire also appeal strongly to owners. 

Perhaps the latest and most interesting elimination of 
manila is in the mooring of the large lake ships. Doubt- 
less many deep-sea sailors, both in this country and abroad, 
are not aware that many big American lake freighters are 
now moored exclusively with wire cable. To do this the 
ships are equipped with “mooring machines.” A mooring 
machine is simply a hoisting engine, with a drum for wire 
cable so arranged that the cable may be made fast and steam 


each time. The machine has made possible feats of towing 
which would not be thought of otherwise. It is a significant 
fact that nearly all towing companies who carry their own 
risks use towing machines. 

The original development of the towing machine by the 
American Ship Windlass Company, of Providence, R. I., was 
the result of the demand for an elastic connection for towing 
vessels at sea. The idea of eliminating manila lines was not 
uppermost, and the wire cable was used simply because of its 
much greater convenience. Recent developments in the price 
of manila and labor, however, and the scarcity and uncer- 
tainty of both, have led to a new idea of the utility of towing 


MOORING MACHINE, BUILT BY WILLIAMSON BROTHERS COMPANY. 


left turned on so as to maintain a steady pull on the cable. 
The cable serves as a breast or stern line in the usual way. 
It runs through fairleads at the rail back to the mooring 
engines, which are generally located nearly amidships. Should 
any sudden move occur, the cables will overhaul the engine 
against the pressure of the steam. The ship, therefore, is 
free to rise and fall, or otherwise accommodate herself to 
different conditions of load or tide. At the same time she 
is held in place without attention to the lines. 

With the old method of mooring it is generally the duty of 
the mate or boatswain to stand by to see that the lines are 
slackened or taken up as required. So, in addition to cheap- 
ness and convenience, the machine automatically relieves the 
mate of his job of watching the lines. Of course, when ready 
to shove off, instead of the laborious hauling in of lines, a 
deck-hand simply moves the valve and the cable is neatly and 
speedily stowed where it bothers no one until required for 
use again. 

Perhaps, however, the most important elimination of 
manila lines is in connection with the use of automatic 
steam towing machines. This is another American innovation 
of some years’ standing, and is just beginning to be recognized 
and adopted abroad. All seagoing men are familiar with 
the advantage of using a towing machine instead of the old 
method of rigid connection between vessels at sea. This 
machine practically causes the line to pull against a steam 
cushion. If the pull becomes excessive the engine is over- 
hauled; this opens an automatic valve, which admits more 
steam until the pressure is equalized and the engine begins to 
haul in again. Then, as the machine recovers the line, the 
valve is automatically closed until the line comes to rest at 
its normal position. 
the purpose. Even in towing the drydock Dewey it was 
officially reported that the line came to rest exactly the same 


It is a very simple device, and ideal for 


machines. They still stand as absolute necessities for deep- 
sea towing, but further than this they are becoming recognized 
as great labor and time savers in the handling of lines. This 
is accomplished by having an ordinary reverse valve and 
lever, entirely separate from the automatic valve. It is thus 
possible to handle the machine as an ordinary winch or 
capstan, with the added advantage that the wire line is auto- 
matically taken care of by the machine itself. A newly- 
patented automatic reeling device lays the line as neatly and 
smoothly as on a spool of cotton. This, of course, saves the 
line from the severe bending it receives, even on an ordinary 
towing machine, where the reeling is left to chance or the 
tender mercies of a deck hand. 

These new machines make possible the use of wire cable 
to such an extent that they are now regarded as lucrative 
investments rather than an equipment for special service. 
This is because wire lines cost less than manila, and last six 
or eight times as long. Harbor tugs are beginning to use 
them very extensively, especially in scow service. The enter- 
prising dredging companies find that they can speed up their 
service very materially, simply by having a towing machine 
do the work of indifferent deck hands or firemen. The ma- 
chine handles the lines so much more quickly that it is fre- 
quently possible to get in an extra trip a day, and in bad 
weather they keep right on towing instead of being obliged 
to lay up altogether. The old manila lines frequently parted, 
and were a continual source of expense and anxiety. Some 
of the up-to-date dredge outfits have no manila lines on 
board. They use mooring machines on the dredges and tow- 
ing machines on the tugs, and claim a great saving in all 
respects. The present tendency is for this practice to become 
universal wherever possible. In this, as in many other things, 
the Great Lakes of America have set the fashion fcr dividend- 
paying innovations. 


THE ANTONIO LANASA ASHORE OFF HATTERAS. 


to land on the beach. The rescuers stood by twenty-four 
hours, until the sea calmed down, when anchors and cables 
were laid from the steamer’s port bow, and a 12-inch hawser 
to the Rescue. At the next high tide the ship’s bow was moved 
off shore a few feet, but it was not until the cargo was jetti- 
soned to lighten the vessel that she finally came off by degrees 
on April 11. She was towed to Norfolk for repairs. 

The Lanusa was built last year by the Grangemouth & 
Greenock Dockyard Company, and measures 230 feet in length, 
33 feet in width and 20 feet in depth. She is of 813 tons net 
and 1,261 tons gross. She is divided by watertight bulkheads 
into five compartments, and is electric lighted. The single 
screw is operated by a triple-expansion engine, with cylinders 
19, 30 and 50 inches in diameter, and a common stroke of 33 
inches. Steam is furnished by Scotch boilers operating at a 
pressure of 180 pounds per square inch. She hails from 
Bergen. : 


A Double Collision. 

The steamer James Joicey collided with two different ships 
last Feb. 8, at night, just off the Yarmouth Roads. They were 
the Syria and the Coronilla. The photographs show that all 
three ships received considerable damage. All had to be 
brought to Yarmouth for repairs. 


International Marine Engineering 


SEPTEMBER, 1908. 


BOW OF THE JAMES JOICEY, SMASHED BY COLLISION. 


The James Jotcey is an iron schooner, with three masts, built 
by Palmer Bros., Newcastle, in 1863, and is owned by W. Cory 


THE HOLE CUT IN THE SIDE OF THE STEAMER CORONILLA BY THE JAMES JOICEY. 


SEPTEMBER, 1908. 


The manufacturers of auxiliary machinery in America have 
always maintained a high standard, and their apparatus is 
known all over the world for its efficiency and labor-saving 
qualities. This is perhaps even more evident in the case of 
auxiliary machinery than in the ships themselves, although 
no one will dispute the excellence of the lake-built ships 
for their special purpose. 


International Marine Engineering 


401 


6,960 pounds at one discharge, comparing with a broadside 
of 6,800 pounds for the Dreadnought, 7,000 pounds for the 
Satsuma, 6,790 pounds for the Danton, 9,120 pounds for the 
Delaware, and 9,912 pounds for the Nassau. 

The waterline belt of armor extends from bow to stern. 
It is 8 feet wide, of which about 5 feet is below the normal 
waterline... The maximum thickness is II inches, tapering to 


THE BATTLESHIP SOUTH CAROLINA, LAUNCHED FROM THE CRAMP SHIPYARD INTO THE DELAWARE RIVER. 
(Phetograph, Wm. H. Rau.) 


The Battleship South Carolina. 


On July 11 the second of the American “‘all big gun” bat- 
tleships was launched by William Cramp & Sons, Philadelphia. 
This ship, which is a sister of the Michigan, launched in 
May, has a length of 450 feet on the waterline; a beam of 
80 feet, molded; and a mean draft of 24 feet 6 inches. The 
displacement on this (trial) draft is 16,000 tons, while the 
full load displacement is 17,617 tons. Propulsion is by means 
of two four-cylinder triple expansion engines driving twin 
screws. The cylinders measure 32, 52, 72 and 72 inches in 
diameter, with a stroke of 48 inches. Steam is furnished by 
twelve Babcock & Wilcox watertube boilers at a pressure of 
205 pounds to the square inch. These boilers have a total 
grate surface of 1,050 square feet, and a heating surface of 
47,220 square feet, the ratio being 45 to 1. The designed in- 
dicated horsepower is 16,500, corresponding with a trial speed 
of 18% knots. The normal coal supply of 900 tons can be 
increased to a maximum of 2,175 tons. 

The main point of interest lies in the battery and its ar- 
rangement. There are eight 12-inch guns of 45 calibers, 
mounted in pairs in four turrets, all on the center line, the 
two inner turrets being raised above the end turrets, so that 
four guns may be fired forward, four aft, and the entire 
eight on either broadside. Each turret has an arc of fire 
of 270 degrees. The first and third turrets, counting from the 
bow, have their gun axes about 24 feet above the waterline. 
The second turret shows an axis of 32 feet above the line 
of flotation, while the after turret has its guns 16 feet above 
the water. The secondary battery includes twenty-two 3-inch 
guns; two 21-inch submerged torpedo tubes, and fourteen 
automatic guns. The broadside from the eight main guns is 


9 inches at the bottom. Above this belt, and covering the 
side for about 300 feet, is an upper belt, 10 inches thick at 
the lower edge and 8 inches at the upper, with to-inch bulk- 
heads running across the ship at the ends. The barbettes for 
the turrets are 10 inches on the face and 8 inches in the rear, 
while the turrets themselves are 12 inches in front and 8 
inches in the rear. A conning tower 12 inches thick is fitted 
just aft of the second turret, and is provided with a 9-inch 
tube, protecting communications to the interior of the ship. 
The protective deck has a thickness on the slopes of 3 inches, 
and is 1% inches thick forward. 

The ships were authorized March 3, 1905, and contracts 
for construction were let in July, 1906. The keels were laid 
in December, 1906, and the contract calls for completion late 
in 1909. The contract price of hull and machinery for the 
South Carolina was $3,540,000 (£727,422), and for the 
Michigan, $3,585,000 (£736,670). In each case the cost of the 
completed vessel will be about $7,000,c00 (£1,440,000). 


Stranding of the Antonio Lanasa. 


Early in the morning of March 23 the Norwegian freight 
steamer Antonio Lanasa, heavily laden with bananas, oranges 
and cocoanuts from Jamaica for Baltimore, went ashore on 
the south side of Cape Hatteras, in a southeast storm. The 
life-saving crew, working all day, succeeded in landing nine 
men, but the others, including Capt. Thomel and his wife, de- 
clined to go ashore, as a heavy sea was running at the time. 

The wrecking steamer Rescue, of the Merritt & Chapman 
Derrick & Wrecking Company, reached the scene the follow- 
ing morning, but the sea was so high as to make it dangerous 


SEPTEMBER, 1908. 


sinternational Marine. Engineering 


403 


THE HOLE IN THE SIDE OF THE SYRIA, AFTER COLLISION WITH THE JAMES JOICEY. 


& Son, Ltd., London. Her gross tonnage is 731 and net 443. 
Her dimensions are:. Length, 200 feet 6 inches; beam, 28 feet, 
and depth, 16 feet 8 inches. The triple-expansion engine has 
cylinders of 16, 26 and 43 inches, with a stroke of 36 inches. 
The boiler pressure is 150 pounds per square inch. 

The Syria is an iron screw steamer, built by Raylton Dixon 
& Company, Middlesbrough, in 1889, and is owned by Thomas 
Wilson, Sons & Company, Ltd., Hull. Her gross tonnage is 
2,239 and net 1,430. Her dimensions are: Length, 277 feet; 
beam, 38 feet 2 inches, and depth, 19 feet 2 inches. The triple- 
expansion engine has cylinders of 21, 34 and 56 inches, with a 
stroke of 39 inches. The boiler pressure is 160 pounds per 
square inch. 

The Coronilla is an iron screw steamer, built by the Tyne 
Iron Shipbuilding Company, Newcastle, in 1878, and is owned 
by the Tyneside Line, Ltd. Her dimensions are: Length, 258 
feet; beam, 32 feet, and depth, 21 feet. Her gross and net 
tonnages are, respectively, 1,312 and 822. She is propelled by a 
compound engine with cylinders 28 and 54 inches diameter by 
33 inches stroke. The boiler pressure is 75 pounds per square 
inch. JAMES FISHER. 


The Launching of the Tug Patuxent. 
BY R. P. SCHLABACH. 

An interesting and rather unusual launching took place at 
the navy yard, Norfolk, Va., on May 16, when the tug 
Patuxent was put overboard for her initial plunge. She is 
a twin-screw, sea-going tug built of steel throughout, of the 
following dimensions: 


ILE, One lly eecladesdooas sd moose 155 feet 9 inches. 
Breadthtarextnememennt cee eer ere rran 30 feet 21% inches. 
Drateetullgloadaeccersctises sae evens: 14 feet %% inch. 
IDenkeement, tell AG coonscopospooo0be 917 tons. 


Her complement is to be 37 officers and men. She will be 
electric lighted and will be provided with a wireless outfit. 

The Patuxent was laid down on ways running parallel to 
the sea wall, and the keel blocks are about 18 feet from the 
edge of the wall. To facilitate handling of material, a gantry 
crane of wood was constructed and an electric hoist fitted 
for same. Before launching it has been the custom to run 
the crane to one end and to remove all the supports on the 
water. side except the two at one end, on which the crane is 
resting. In the present case, however, as the construction 
of no other vessel at this yard is authorized, the entire 
crane structure was removed. 

The top of the sea wall was about five feet above the water 
at the time of launching, and as it was not practicable to run 


THE LAUNCHING OF THE NAVY TUG PATUXENT. 


4o4 


International Marine Engineering 


SEPTEMBER, 1908. 


the ground ways out into the river, it was necessary to drop 
the tug rather than slide her into the water. Six ground 
ways were provided; these ways were 15 inches wide and ex- 
tended about 12 feet beyond the edge of the sea wall. About 
25 feet from the outer end these ways were cut and scarfed 
to.allow them to tip. These outer ends were well secured and 
shored to prevent their getting out of line with each other. 
Ribbands were fitted on both sides of the ways to prevent 
any tendency of the vessel to slew while sliding. 

Cradles were fitted on the sliding ways, and the latter were 
‘well tied and cross-braced, so as to make a single cradle for 
the whole vessel. These sliding ways were 12 inches wide 
by 25 feet long, and the total bearing surface was thus 150 
square feet. The weight of the hull at launching was 200 
tons, and the weight of the sliding ways was 14 tons, the 
total launching weight being 214 tons, or 1.73 tons per square 
foot. At the time of launching, the hull was complete up to 
the main deck, but there was no machinery aboard, nor was 
the deck house in place. 

The sliding ways were sufficiently weighted to insure sink- 
ing immediately and thus avoid any danger of injuring the 
vessel on any of the heavy timbers. Two triggers were fitted, 
one at each end. One end of the trigger was held by a 
chock on the end ground way, and to the other end was se- 
cured a line and tackle. About a foot from the end next the 
ground way was a shore running to the sliding way. A 
heayy strain was put on the lines, and by cutting both lines 
simultaneously the vessel was released and launched. Hy- 
draulic jacks were set up hard against the inboard side to 
insure the vessel’s starting when the lines were cut. 

The tug took the water very easily and did not heel more 
than forty degrees, the main deck remaining perfectly dry. 
She righted herself at once and did not even take up the 
strain on the mooring lines, not having moved more than 
forty feet from the sea wall. 


ON THE SIZE OF BATTLESHIPS.* 


BY SIDNEY GRAVES KOON. 

Much has been written recently regarding large battleships 
and their great adaptability to uses where smaller ships could 
be employed only with large increase of numbers. In general 
the discussions have dealt almost wholly with the question of 
gun power, and have either ignored the physical relations be- 
tween large and small ships, or have covered them by implica- 
tion only. It is proposed to take up a representative battleship, 
such as the Michigan in the United States navy, and to insti- 
tute a number of comparisons between this ship and two ships, 
each of half the displacement of the Michigan, but designed 
under varying conditions so far as the principal military fea- 
tures are concerned. 

In the first place, a design might be evolved in which the 
various percentages of weight used for the several elements 
constituting the displacement of the Michigan might be re- 
tained in the smaller vessels. A second design would call for 
the same battery as the first, the same speed as the type 
ship (Michigan), and such armor protection as might be avail- 
able after making due provision for these other two features. 
A third design calls for the same battery as the first, and for 
protection equal to that given the Michigan, with such speed 
as can be obtained in connection with this battery and armor. 
The fourth design calls for the same speed and protection as 
in the Michigan, and for such battery as may be obtained after 
making provision for the other two items. 

While the weights allotted to the various component portions 
of the Michigan are not public property, and cannot, therefore, 


* The Engineering Magazine. 


be given with any exactness, yet a sufficiently close approxima- 
tion for our purpose can be made, and whatever errors there 
may be in this statement of weights will by no means vitiate 
the comparison instituted. A schedule of weights assumed for 
the Michigan is given; this accounts for the total displacement 
of 16,000 tons. 


Tene, Wore | 
Hull and fittings complete....... een O 00) 7,469 
Equipment andmstonesmeanecoe ance 800 823 
Battery and ammunition............. 1,300 T,118 


Protective deck goo in hull 


WRU BRINOP socodcocageoov0000den ALATO 4,047 
Machinerysandigwater. ---- eects 1 l,500 1,643 
EBLOF-W Mamas ween as een SEA RL nau ate 900 900 


The Michigan has a length on the waterline of 450 feet, a 
beam molded of 80 feet, and a draft of 24 feet 6 inches. She is 
propelled by twin screws, the horsepower of the machinery 
being designed as 16,500, and the designed speed, 18.5 knots. 
The battery consists of eight 12-inch guns mounted in pairs 
in four turrets on the center line, in such a way that all can 
be brought to bear on one broadside. The secondary battery 
includes twenty-two 3-inch and fourteen smaller guns, besides 
two torpedo tubes. The protection includes a waterline belt 
with a maximum thickness of 11 inches, upper belt with maxi- 
mum thickness of 10 inches, turrets and barbettes with thick- 
ness of 8 to 12 inches, and a protective deck with a maximum 
thickness of 3 inches. 

The ratio between the length of one ship and the length of a 
ship of similar shape and half the displacement is I to 0.7937. 
Applying this ratio to the dimensions of the Michigan, we have 
for each of our smaller ships a length of 357 feet, a breadth of 
63 feet 6 inches, and a draft of 19 feet 5 inches. Our first ship 
would have a schedule of weights, each item of which would 
be just one-half the corresponding item for the Michigan, as 
shown in the table for weights under the four different de- 
signs. This ship would, of course, have just half the Michi- 
gan’s battery, namely, four 12-inch guns, eleven 3-inch, seven 
smaller and one torpedo tube. Its armor protection would 
cover the same proportionate area as that of the Michigan, 
each linear dimension, however, being proportionate to the 
corresponding dimension of the Michigan, in the ratio above 
given. This same ratio would affect the thickness of the armor 
everywhere, and the I1-inch belt would become 8.73 inches 
thick; the upper belt would have a maximum thickness of 
7.94 inches; the turret and barbette armor would vary from 
6.36 to 9.54 inches; while the maximum thickness of the pro- 
tective deck would be 2.38 inches, in place of the 3 inches in 
the Michigan. 

Not only would the armor be thus decreased in value as 
compared with the Michigan, but the speed would also be 
decreased, due to the fact that it is physically relatively more 
economical to propel a large vessel than a small one. This 
fact may be brought out by analyzing the expected speed 
performance of the Michigan by means of the Admiralty 
formula: 

IEE S< UK 
ve = ——_____,, 
{DRA 


where V is the speed in knots; Hf is the indicated horsepower ; 
D is the displacement in tons, and K is a coefficient of per- 
formance known as the Admiralty coefficient, and used for 
designing purposes. D°” for the Michigan is 635; for each 
of the other vessels under consideration it would be 400; V’* 
for the Michigan is 6,332; H for the Michigan is 16,500; K 


* Later:—Figures in italics are believed to be correct.—EDpiToR. 


SEPTEMBER, 1908. 


International Marine Engineering 


405 


thus becomes 244. As the new ship has the same form as the 
Michigan, we may, without sensible error, assume that this 
same coefficient, 244, may here be used. On applying this to 
the formula, knowing that our horsepower is 8,250, we find that 
V, or the speed, becomes 17.14 knots, in place of the Michi- 
gan’s 18.5 knots. 

The second design calls for the same speed as the Michigan, 
namely, 18.5 knots. In this case, by using our formula, we find 
that the horsepower required is 10,380. This raises the weight 
necessary to be devoted to machinery from 750 tons to 944 
tons. As the battery of this ship was to be unchanged, and the 
armor protection to be so adjusted as to fit the new conditions, 
the difference of 194 tons must be taken out of the provision 
for protective deck and vertical armor, thus reducing these two 
items to 416 and 1,940 tons, respectively. Assuming that each 
portion of the vessel is covered with armor of the same area 
as before, but of thickness reduced in the ratio of the weights 
allotted to armor, we find that the belt has been reduced from 
the original 11-inch maximum to 8.07 inches; the upper belt is 
reduced from a maximum of 10 inches to 7.34 inches; the 
turret barbette armor from 8 and 12 inches to 5.87 and 881 
inches, and the protective deck from a maximum of 3 to 
2.2 inches. 

The third design uses the same armor schedule as in the 
Michigan, both as regards actual thickness and proportion of 
ship protected. This results in increasing the weight required 
for protective deck from 450 tons, under design I, to 567 tons, 
and for the other armor from 2,100 tons, under design I, to 
2,646 tons. This total increase of 663 tons is made at the 
expense of the propelling machinery, the weight allotted to 
which thus becomes reduced to 87 tons. This accounts for 
only 957 horsepower, or a speed, from our formula, of only 
8.35 knots. This shows what a very great diminution of speed 
must be expected if we are to retain in the smaller ship the 
same relative battery power and protection as in the larger. 

The fourth design calls for the same speed and armor pro- 
tection as in the Michigan, and the difference in weight is 
taken from that allotted to the battery. As found in the second 
design, the required horsepower is 10,380, calling for 944 tons 
of machinery. The armor weights will be the same as in the 
third design, namely, 567 tons for the protective deck, and 
2,646 tons for the other armor. As we have made no change, 
throughout the series of designs, in weights of hull and fittings, 
equipment and stores and fuel, we still have for these items 
a total of 4,050 tons. Adding this to the above-mentioned 
figures for machinery and protection, the total becomes 8,207 
tons, or 207 tons more than the designed displacement of the 
vessel. This means that, in order to float at the designed dis- 
placement with the same structure and equipment, an amount 


equal to 207 tons would have to be taken bodily from the - 


vessel, or stores, or both; and it means, moreover, that there 
would be absolutely not one pound available for the provision 
of a battery of either heavy or light guns. Of course, it will 
be recognized that we have appropriated all the necessary 
weight for a splendid protection to such a battery, and that 
no designs would ever be evolved in which such protection 
would be provided without allowing for the battery: itself. 
These figures have been worked out, however, simply for the 


Item. Typet. Type2. Type3. Type4. 
Hull and fittings....... 3,200 3,200 3,200 3,200 
Equipment and stores.. 400 400 400 400 
Battery and ammunit’n. 650 650 650 — 207 
Protective deck........ 450 416 567 567 
Werticalieaninoreeeneee 2,100 1,940 2,046 2,646 
Machinery and water.. 750 044 87 044 
IG be Bash Gaia ue Rte sete 450 450 450 *450 


* Reduced to 248 on account of deficiency for weight of battery. 


purpose of showing the immense sacrifices which have to be 
made in various directions in small vessels, in order to provide 
along other lines qualities similar to those obtained in vessels 
of larger size. : 

The figures above deduced show that under a given set of 
conditions the two small vessels, having the same total battery 
power as the one large, would require these sacrifices to be 
made along other lines :* 

If there is the same proportionate weight for armor, there 
will be a sacrifice in the thickness of armor, amounting to 
nearly 21 percent; there will be a sacrifice in the speed amount- 
ing to about 8 percent. If the total battery power is to be the 
same, and the speed is also to be equal to that of the large 
vessel, there will be sacrifices in the armor protection, the 
reduction in thickness being about 27 percent. If the total 
battery is to be the same, and.the armor protection equal to that 
of the large vessel, the sacrifice in speed will be tremendous— 
in fact, markedly greater than would ever be permitted in any 
design. The falling off would be more than to knots; that is, 
about 55 percent. If we have the same speed and the same 
protection for the two smaller ships that we have in the larger, 
there will be no weight available for battery, and our fuel 
supply will be cut off more than 45 percent. 

This line of reasoning shows that there are other reasons 
besides those of mere gun fire which militate in favor of large 
ships as compared with small ones. If it were a question of 
gun fire alone, we might consider that a ship similar in design 
to the original monitor might be the ideal; for a fleet of such 
ships could bring all their guns to bear at any point of the 
compass, because the monitor had a practically unobstructed 
range of fire all around the horizon. As ships increased in 
size, demands came for a larger armament, and double-turreted 
monitors were the answer to the demand. The Michigan is 
the next in this direct line of development, although there 
have been many, many changes between. The double-turreted 
monitor design has had added to it a battery of broadside 
guns, only one-half of which in general could be brought to 
bear upon one broadside at a time. In the Michigan, however, 
we have gone back in general principle to the double-turreted 
monitor, carried one step further, for each of the four turrets 
has command over about three-fourths of the horizon. The 
small ships represented in the above figures would naturally 
be provided with two turrets each, instead of the four in the 
Michigan, and would have the same relative command of fire 
as in the latter ship. Whatever other battery is fitted in ac- 
cordance with the above figures would be solely for the pur- 
pose of discouraging torpedo boats from too much inquisitive- 
ness, and does not affect the general type evolved. 

It has long been recognized that every man-of-war repre- 
sents a compromise between, conflicting military: interests, and 
the science of naval architecture has not yet developed an 
ideal relationship between these interests, nor will it prob- 
ably ever be reached. For some reasons, speed is an almost 
paramount consideration, while for other purposes the one item 
of prime importance is battery power. In either case a certain 
amount of the one must be associated with the other; for the 
speed is of no avail unless the battery be at hand to back it up, 
and the battery is of slight value unless the speed be sufficient 
to place it within reach of the enemy. Protection and _ bat- 
tery go largely hand in hand, an increase in the latter calling 
usually for a corresponding increase in the former. This is 
not the case in extreme types, but it is a general principle. 
In all ships, however, certain sacrifices of one element have to 
be made to meet demands for excessive provision in another, 
and in no ship is this sacrifice more marked than in that of 
small size. 


*The whole discussion presupposes that factors of safety. are un- 
changed, and that the same type of machinery and fittings is employed 
in the small ships as in the large one. 


406 


International Marine Engineering 


SEPTEMBER, 1908. 


The Largest Steamship Companies of the World. 
BY SIDNEY GRAVES KOON. 


Much interest centers in the large steamship companies, 
partly by virtue of the fleets of steamers which they operate, 
and partly because of the fact that this one or that one is 
frequently referred to as being of pre-eminent size. We have 
prepared some tables based on lists given in the 1907-08 edi- 
tion of the Bureau Veritas, and showing all of the steam- 
ship companies of the world which have steamers of an ag- 
gregate of more than 80,000 tons gross. There are no less 
than sixty-nine of these companies, to which list we have 
added six, two of them because they possess steamers of 
upwards of 10,000 tons, and the other four because they are 
the largest companies operating, respectively, under the Bra- 
zilian, Chinese, Swedish and Turkish flags. 

The first table shows seventeen companies having upwards 
of 200,000 tons in steamships of more than 100 tons each. 
Nine of these companies are British; three are German; two 
are French; one American; one Japanese, and one Italian. 
At the head of the list is the Hamburg-American Steamship 
Company, with 847,374 gross tons. The North German Lloyd 
Steamship Company stands second, being more than 200,000 
tons behind the leader. The first British company is the 
British India Steam Navigation Company, which is again 
more than 200,000 tons behind the North German Lloyd. 
After this the intervals are smaller. In each case the average 
tonnage is given, as well as the tonnage of the smallest and of 
the largest vessels of the fleet. 

The second and third tables are devoted to companies oper- 
ating more than 100,000, but less than 200,000, gross tons of 
steamers. Twenty-one of these are British, in the second 
table, while the third table includes those of other countries. 
The fourth and fifth tables give, respectively, the British, and 
the other, companies with more than 80,000 tons gross. The 
sixth table gives the six lines included, as mentioned above, 
because of certain noteworthy characteristics. 

The seventh table shows a recapitulation of the first six, 
giving the number of lines under each several flag; the num- 
ber of ships; the total gross tonnage and the average gross 
tonnage. The second part of this table shows the number of 
large ships (10,000 tons and upwards) under each flag, with 
the total gross tonnage and the average tonnage of these large 
ships. 

The eighth table is a development of this latter feature, and 
shows by companies the ships of over I0,000 tons gross, with 
total and average gross tonnage; percentage of total tonnage 
represented by these large ships; and the number of ships in- 
cluded, of over 15,000, and of over 20,000 tons gross, respec- 
tively. The White Star Line is shown here to have pre-emi- 
nence, with twenty vessels and 290,791 gross tons. The largest 
average is accredited to the Great Northern Steamship Com- 
pany, the figure being 20,718 tons. This, however, is scarcely 
a fair rating, because of the fact that there is only one ship. 
Aside from this, the Cunard Steamship Company has the 
largest average, with 17,348 tons per vessel in eleven ships. 

With regard to the general tables; we find that four com- 
panies have average tonnages exceeding 10,000, these being 
the White Star Line with 12,038, the Cunard with 10,193; the 
Holland-America Line with 12,044; and the Great Northern 
Steamship Company with 20,718. In nearly all cases the 
average is brought low, because of the inclusion of the fig- 
ures for tenders. These are of more than roo tons, but 
naturally operate very markedly to reduce the average for 
the entire number of ships. One conspicuous case where this 
does not so operate is that of Burrell & Son, in the fourth 
table. We find here twenty-two ships with an average of 
4,376 tons gross, while the smallest ship is of 4,317 tons, and 
the largest of 4,432. There are other cases where the smallest 
ship is even larger than in this case (the Holland-America 


Tasce I.—Over 200,000 Gross Tons. 
No. | Tons. |Average.} Small. | Large. 
b) Hamburg-American Steamship Co..| 175 | 847,374 4,842 229 | 24,581 
b) North German Lloyd Steamship Co.) 144 | 641,329 4,454 112 | 19,361 
a) British-India Steam Navigation Co.} 111 | 440,391 3.967 192 7,703 
(a) P. & O. Steam Navigation Co..... 61 | 380,046 6,230 108 | 10,512 
(@)}WihitelStarsiine ere eee eee nee 29 | 349,091 | 12,038 395 | 24,541 
(a) Elder, Dempster & Co............ 108 | 308,979 2,861 107 7,585 
(c) Messageries Maritimes............ 69 | 300,657 4,357 670 6,879 
(a) Currie, Donald & €o.............. 47 | 265,222 5,643 158 | 12,975 
(g) Consolidated Steamship Lines Co..| 105 | 262,701 2,502 122 6,500 
(d) Nippon Yusen Kaisha............. 90 | 261,300 2,903 109 7,463 
(e) Navigazione Générale Italiana..... . 101 | 253,518 2,510 165 9,203 
(a)}EllermanvEinesteeepe eee eee: 61 | 249,759 4,094 739 9,700 
(a) Cunard Steamship Co............. 24 | 244,640 | 10,193 287 | 31,938 
(b) Hansa Steamship Co.............. 53 | 234,696 4,428 158 7,217 
(c) Compagnie Générale Transatlantique) 61 | 218,660 3,585 278 | 13,753 
(a) Ocean Steamship Co.............. 38 | 212,618 5,595 405 9,017 
(@) peylandiiéine eee eens ..| 3% | 209,587 5,665 | 2,800 | 10,418 


(a), British; (0), German; (c), French; (d), Japanese; (e), Italian; (g), American. 


TABLE II.—Over 100,000 Gross Tons. 


British. No. Tons. |Average.| Small. | Large 
40, @2 Vo ISENRIROM, ooo gocogoonop000ans 39 | 195,514 5,013 618 9,599 
Pacific Steam Navigation Co.......... 45 | 183,541 4,079 214 9,266 
Clant Lines ase ean 45 | 183,324 4,074 | 2,600 5,856 
Thos. Wilson, Sons'& @o..../........ 83 | 181,384 2,185 155 6,035 
Canadian Pacific Railway Co.......... 35 | 180,094 5,146 366 | 14,191 
Royal Mail Steam Packet Co.......... 43 | 179,328 4,170 180 | 11,073 
Furness, Withy & €o.:7..2........... 59 | 173,238 2,936 892 5,520 
Allan ines Aesspereree ene cea. 30 | 170,226 5,674 233 | 11,436 
Wm. Thomson & Co. Lines...........| 46 | 147,387 8,204 | 1,010 4,369 
RRopnersca Comer eee 44 | 136,390 3,100 | 1,782 4,621 
Union Steamship Co. of New Zealand..| 63 | 182,812 2,108 112 6,500 
MaclaysiépMacintyresneenneriiicnice 42 | 180,858 3,116 | 1,509 4,846 
‘ChinayNavigation(Comereeerereeeeree 66 | 126,501 1,917 269 3,397 
iam portyeaelolialsine sewer 29 | 125,600 4,331 | 1,671 8,406 
Anchor Line wiper ee sac 24 | 122,907 5,121 | 3,069 9,250 
Anglo American Oil Co...............| 26 | 111,748 4,298 339 9,196 
BucknalllBrosteeeeereereren it 26 | 107,960 4,152 621 5,585 
Prince Mines Aa rte eisai ee 42 | 105,653 2,516 | 1,888 6,409 
New Zealand Shipping Co............ 16 | 104,383 6,524 | 3,393 8,349 
Watts Watts:ocCotmnepeece actin 30 | 103,744 3,458 | 1,940 4 881 
EHain}steamshipi Commaeentsnieieisisniite 384 | 100,762 2,964 | 2,098 3,896 
Taste III.—Over 100,000 Gross Tons. 
| 
Foreign. No. | Tons. |Average.} Small. | Large. 
Lloyd Austria Co. (Austrian)....... 65 | 194,485 2,992 186 7,588 
b) Hamburg-So. American §. S. Co...| 41 | 182,755 4,457 125 9,700 
b) Kosmos Steamship Co............. 35 | 167,329 4,781 | 3,047 6,982 
g) International Mercantile Marine*...| 18 | 164,147 9,119 163 | 12,760 
Danish-American Line (Danish)....} 119 | 152,557 1,282 110 | 10,095 
(6) German-Australian Steamship Co...| 31 | 137,289 4,429 | 4,187 5,155 
< Chargeurs Reunis (French)........ 33 | 185,260 4,099 498 5,594 
1) Compagnie Russe de Navigatione..| 80 | 119,935 1,499 156 5,090 
7) Flotte Volontaire Russe............ 22 | 109,026 4,956 | 1,523 | 10,982 
Holland-America Line (Dutch)..... 9 | 108,428 | 12,044 | 6,280 | 24,200 
i] Osaka Shosen Kaisha (Japanese)...} 103 | 107,065 1,039 101 3,376 


(6), German; (g), American; (z), Russian. * Includes several vessels of the Red 
Star Line operating under the British and Belgian flags. 


TasLe IV.—OveER 80,000 Gross Tons. 


British. No. | Tons. |Average.| Small. | Large. 
China Mutual Steam Navigation Co...| 17 96,693 5,688 | 3,883 9,021 
Burrell & Son........... - peahoacoue 22 96,275 4,376 | 4,317 4,432 
Indo-China Steam Navigation_Co..... 40 95,660 2,392 | 1,065 4,895 
Booth Steamship.Co..............---- 34 94,845 2,790 875 6,439 
Jammesaw.estoll eeepetien eer erterr 37 93,097 2,516 949 3,920 
Re PH Houstonis8eiConen see see eee 25 | 92,662 | 3,706 | 2,279 | 5,756 
T BS Radcliffe;& Co..............--- 26 91,151 3,506 | 1,82 5,084 
Atlantic/Transport Co..............-. 13 90,448 6,956 | 2,847 | 13,403 
Runciman, Walter & Co.............. 26 89,056 3,425 | 2,733 4,119 
INS WEI 82 Caco cwoc0d0006b60000000 21 81,537 3,883 425 6,235 


TasBLE V.—OveER 80,000 Gross Tons. 


Foreign. No. |} Tons. |Average.| Small. | Large. 

b) Woermann Line.................. 40 99,371 2,484 171 6,225 
oy Nederland Steamship Co........... 23 99,330 4,319 832 6,500 

W. Wilhelmsen & Co. (Norwegian).} 31 93,929 3,030 | 1,605 4,375 
(g) American-Hawaiian Steamship Co..| 13 90,252 6,942 | 4,408 8,671 
(f) Unione Austriaca di Navigazione...| 25 89,505 3,580 679 6,125 
(g) Pacific Mail Steamship Co......... 18 88,390 4,911 203 | 13,638 
(b) German East Africa Line........... 23 87,036 3,784 226 6,387 
(g) Southern Pacific Company..... opal] 22! 85,584 4,075 152 6,878 

Compafiia Trasatlantica (Spanish).| 23 85,396 3,713 466 6,748 
(c) Société Générale de Transports... . ay 80,620 3,101 290 5,550 


(b), German; (c), French; (f), Austrian; (g), American; (%), Dutch. 


SEPTEMBER, 1908. 


International Marine Engineering 


407 


Line has nothing under 6,280 tons), but nowhere else is there 
such a very marked uniformity in the size of the ships. 

By excluding all vessels of under 1,000 tons gross, the 
White Star average, tonnage becomes 12,225; and the Cunard, 
11,079; while the Holland-America figure remains at 12,044, 
and the Great Northern at 20,718. This exclusion raises the 


average tonnage of Dutch ships in the tables to 6,675, retaining 
first position in this regard. 

The Consolidated Steamship Lines Company, which is 
credited with the ninth position in the list of large lines, is a 
recent consolidation of several coastwise lines on the east 
coast of the United States, and is said to be in fiscal difficulties. 


THE HOLE OPENED UP IN THE PORT BOW OF THE OTTAWA, IN COLLISION WITH THE TROLD. 


TasBLe VI.—OTHER NOTABLE LINES. 


No. Tons. |Average.| Small. | Large 

(g) Great Northern Steamship Co shea ee 1 20,718 | 20,718 | 20,718 | 2u,718 
Aberdeen Line (British)... ... cat 7 42,468 6,067 | 3,726 | 11,400 
Lloyd Brazileiro (Brazilian)........ 34 51,885 1,526 240 3,840 

(}) China Merchants Steam Navigation | 
(QpaunDUnoAeSUD Oe Ue nase one 55,347 1,845 505 3,373 
Axel Brostrém & Son (Swedish). . 26 49,406 1,900 331 4,134 
Idaria Massousieh (Turkish)....... 40 44,685 1,117 114 4,580 


(g), American; (/), Chinese. 


TaBLe VII. 
Lines.| Ships.| Tons. |Average.| Large Ships. |Average.| Largest. 
Britain... .. 41 | 1,651 | 6,627,579 4,014 | 46—676,021 | 14,696 31,938 
Germany 8 542 | 2,397,179 4,821 | 29—405,486 | 13,982 24,531 
France..... 4 189 735,197 3,890 38— 36,067 | 12,022 13,753 
America 6 176 711,792 4,044 | 15—187,833 | 12,522 20,718 
Japan...... 2 193 368,365 TEGO BM lie Mhevaerecvare cre dl bier sya ace 7,463 
Austria 2 90 283,990 SIGs) sll Mogueooosoe BanRosS 7,588 
italy 1 101 253,518 2,510 NO erat Bie] pyaar 9,203 
Russia..... 2 102 228,961 2,245 I— 10,982 | 10,982 10,982 
Holland 2 32 207,758 6,492 6— 89,268 | 14,878 24,200 
Denmark 1 119 | 152,557 1,282 2— 20,180 | 10,090 10,095 
TaBLeE VIII.—Suies Over 10,000 Tons Gross 
No.| Tons. |Average.| m n\r 
(a) BWhite}Starsltinesspeeeerrie cece 20 | 290,791 | 14,540 | 83.3 | 2 | 4 
y Hamburg-American Line 14 | 210,384 (5. 027 | 24.8 | 3] 2 
North German Lloyd Co ..| 15 | 195,102 |4,13,007 | 30.4 | 3 |. 
Cunard Steamship Co............... 11 | 190,832 17,348 878. 2-2 
‘) American Line (including Red Stat) 10 | 117,541 | 11,754 |°71.6 |.. |. 
Holland-America Lipe (Dutch). . .| 6 | .&89,268 | 14,878 |/82.3] 1] 1 
(a Currie#Donaldié&i Compe Hl oO | PAA PPS |) PBS slaw [Noo 
(a) Pacific Mail Steamship Co........... 4 | 149.574 |} 12,394 | 56.1 as 
e ponipaenic Générale Transatlantique.| 3 36,067 | 12,022 | 16.5 Ae 
Royal Mail Steam Packet Co......... 3 31,647 | 10,549 | 17.6 Ss 
: Canadian Pacific Railway Co......... 2 28,380 | 714,190 | 15.8 AG 
(a) Peninsular & Oriental Co............ 2 21,021 | 10,511 | (5.5 iy: 
2 eylandi Linea te ee, 2 | $20,823 | 10,412 | '9.9 ae 
g) Great Northern Steamship Co........ 1 20,718 | 20,718 |100.0 1 
Danish-American Line (Danish)...... 2 .20,180 | 10,090 | 13.2 oO 
(a) pAberdeentitineweeeeeeeeee eee eee: 1 | (11,400 |} 11,400 | 26.9 
Russian Volunteer Fleet (Russian).... | 1 10,982 110, 982 | 10.1 


(a), British; (6), German; (c), French; (g), American. m, percentage of total 
tonnage in. ships of over 10,000 tons gross; , number of ships between 15.000 and 
20,000 tons; r, number over 20,000 tons gross. 


Collision Between the Ottawa and the Trold. 


The fog-bound waters of the entrance to the St. Lawrence 
have witnessed another serious collision, that between the 
Dominion Liner Ottawa and the collier Trold, which occurred 
May 11. Both vessels were severely injured, and the Ottawa, 
which was on its way from Quebec, was obliged to put back, 
while the collier made its way to Gaspe Basin, the nearest 
port. Our photograph of the bow of the Ottawa shows the 
serious extent of the damage, the cut being so extensive as to 
flood the forepeak and hold No. 1. This gave her a decided 
trim by the head, resulting in a draft forward of at least 30 
feet, and reduced her speed to below 7 knots. 

The Trold was bound for Quebec from Sydney, Australia, 
with a heavy cargo of coal, and she also was partially flooded, 
and down by the head. 

The Ottawa, which was built in 1874 by Harland & Wolff, 
of Belfast, was formerly the Germanic, used in the New 
York service. She is an iron screw steamer with eight 
watertight bulkheads and provision for water ballast. She 
measures 455 feet in length, 45 feet 2 inches beam, and 
34 feet depth. Her gross and net tonnages are respectively 
5,071 and 2,999. She has one triple expansion engine with 
cylinders 3514, 58% and 96 inches in diameter, and a stroke 
of 69 inches. 

The Trold is a steel screw steamer, flying the Norwegian 
flag, and built in 1898 by J. Priestman & Company, Sunder- 
land. She has five watertight bulkheads and is fitted with 
web frames. She is schooner-rigged, and fitted with poop, 
bridge and forecastle. The length is 325 feet, beam 47 feet, 
and depth 25 feet 6 inches. The net and gross tonnages are 
respectively 2,075 and 3,247. She is propelled by one triple- 
expansion engine with cylinders 25, 41 and 67 inches in 
diameter and a stroke of 45 inches. 

The Trold reached New York early in June, and was re- 
paired at the Erie Basin, in South Brooklyn. 


408 


International Marine Engineering 


SEPTEMBER, 1908. 


Published Monthly at 


17 Battery Place 
By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 


New York 


E. L. SUMNER, Secretary 
and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY GRAVES KOON, Editor 


Branch 
Offices 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Boston, 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine Engineering, Inc., New York. 


INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. : 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 


no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
is to be submitted, copy must be in our hands not later than the roth of 
the month. 


Lake Passenger Steamers. 

The Great Lakes of North America and the numer- 
ous small lakes and“navigable rivers along and near 
the Atlantic coast have given rise, as a means of rapid 
and ready communication, to a fleet of magnificent 
steamboats, many of which can be said to be without 
an equal anywhere in the world. The lake type of 
steamer for freight purposes is well known, being a 
highly specialized unit of great carrying power and 
particular utility for the purpose for which it is in- 
tended. The passenger steamers on the lakes, how- 
ever, are not by any means this same type of vessel. 
They are built for runs varying in general from 150 
to nearly 2,000 miles, and, in the latter case, resemble 
transatlantic liners, though of considerably smaller 
size. 

It is with the vessels intended for the shorter runs, 


however, that we are here concerned. These steamers 


are propelled, some of them by paddle wheels, some by 
propellers, and, in one or two isolated cases, the pro- 
pellers are actuated by steam turbines. The typical 
American lake, sound and river steamer, however, is 
one in which paddle wheels are relied upon for propul- 
sion, because of the fact that in many cases the waters 
to be traversed are shallow, and, the cargo carried be- 
ing relatively small, there is not much difference in 
immersion of the paddle-wheel blades between full 
load and light load conditions. 

Among the most prominent of the steamers of this 
type is the City of Cleveland, built by the Detroit Ship- 
building Company early in 1907, only to be destroyed 
by fire, as briefly mentioned in our issue of July, 1907. 
The vessel was promptly rebuilt, and our description of 
her this month shows a magnificent example of the 
lake steamer, providing accommodation for some hun- 
dreds of passengers during the night trip, and a much 
larger number during the day trip. This vessel makes 
the run between Detroit and Cleveland, on Lake Erie, 
a distance of approximately 110 miles, twice a day, and 
is capable of a maximum speed, which is called for 
during the day trip, of nearly 22 miles per hour (19 
knots ). 

In May of 1906 we described at some length the 
Hudson river steamer Hendrick Hudson, which is 
from the boards of the same designer, and which has 
made a splendid record on the river during her first 
two seasons of operation. This vessel is intended en- 
tirely for day service, and has accommodations for 
carrying 5,000 passengers. The contract called for a 
speed of zo knots, which has been easily exceeded in 
the daily runs. In this case, as with the City of Cleve- 
land, the propelling engine is of novel type, being a 
three-cylinder compound, working directly on the 
paddle-wheel shaft without the intervention of the 
usual walking beam. The cylinders are inclined to the 
horizontal, and are placed low down in the hold, thus 
aiding stability, and tending to counteract the fact that 
broad decks for the accommodation of passengers 
reach high up into the air above the shallow and rela- 
tively narrow hull. 

A steamer somewhat similar in type is the Common- 
wealth, of the Fall River Line, operating through Long 
Island sound between New York and Fall River. This 
is considerably larger than either of the others men- 
tioned, having a gross tonnage of 5,980, as compared 
with 4,568 for the City of Cleveland and 2,847 for the 
Flendrick Hudson. She has a length over all of 456 
feet, a width of hull of 55 feet and a depth of 22 feet. 
As illustrating the immense breadth of the decks, it 
may be stated that her width over the paddle-wheel 
guards is no less than 96 feet, this indicating an over- 
hang of more than 20 feet on each side. The Com- 


monwealth has engines developing a total of 11,000 


horsepower, which is 2,500 more than the next most 
powerful among the paddle steamers of this type (the 
Priscilla, of the same line), and is about double that 


SEPTEMBER, 1908. 


of the Hendrick Hudson, and nearly double that of the 
City of Cleveland. 


Scout Cruiser Trials. 

In another column will be found a brief description 
of the official trial trips of three scout cruisers recently 
commissioned for service in the United States navy. 
These vessels are all provided with hulls identical in 
dimensions and form, and are driven by three different 
types of propulsion; one having twin screws with re- 
ciprocating engines; another, twin screws with Curtis 
turbines ; while the third has four screws and Parsons 
turbines. In each case the designed horsepower was 
16,000, which figure was considerably exceeded by the 
two turbine-propelled ships. 

The chief interest in these ships lies in the splendid 
opportunity for comparing results of propulsion by 
these three different agencies. Not only have we the 
comparison afforded by the results of the trial trips, 
but it is proposed to run the ships through a series of 
trials side by side, thus insuring identical weather and 
other conditions, with a view to determining beyond 
the peradventure of a doubt, at least so far as the 
present installations are concerned, the relative effi- 
ciencies of the three propulsive agencies, both as re- 
gards possibilities for extreme economy of obtaining 
the power, and as regards speed and for overload, this 
latter feature limiting the steaming or scouting radius. 

It is not at all improbable that the information de- 
rived from these series of tests will be made use of, in 
connection with possible changes in the propellers, in 
the designing of the next large warships placed under 
construction for the United States navy. Several sets 
of propellers have been tried on some of these scouts, 
but it is quite unlikely that the ultimate maximum of 
efficiency has yet been attained on any of them, and the 
trials ought to demonstrate in just what particulars 
better results might be looked for. 


Fire Boats. 

In this issue we are describing a number of small 
vessels fitted with fire-fighting appliances and intended 
for use in connection with fires along the water fronts 
of some of the largest cities in the world. It is now 
some years since the New Yorker, long the most pow- 
erful vessel of this type in existence, and even now, so 
far as we are aware, exceeded in power by only two 
boats of her sister fleet, was put into service in the 
harbor of New York. At the time of her inception, 
the idea was by no means novel; for we understand 
that vessels of this general character have been in use 
on the Thames for a full half century. In spite, how- 
ever, of this lack of novelty, the New Yorker presented 
so many interesting features, by virtue of her great 
power and general efficiency, that she has been re- 
peatedly referred to as the leading exponent of this 
particular means of fighting fires. 

The conditions attending the design of such a vessel 
are more or less peculiar. In the first place, there 


International Marine Engineering 


409 


must be provided propulsive power for a rapid ap- 
proach to the scene of action; after this, the propulsive 
machinery is needed scarcely at all, for the warping 
of the vessel into more advantageous positions for 
fighting the fire can usually be done by means of lines. 
At this time, however, a large amount of power is re- 
quired for the operation of the pumps, and, in the 
Chicago fire boat, described this month, a novel ar- 
rangement has been entered into by which the same 
prime movers are used for both purposes. These are 
steam turbines direct connected to both centrifugal 
pumps and electric generators. As a general proposi- 
tion, while the generators are under service, furnishing 
power to the motors on the propeller shafts, no power 
is required for the pumps, and the impellers run idle,’ 
with very little loss by friction. On the other hand, 
while the boat is fighting a fire, and the pumps are in 
full service, the propellers are normally at rest, and, as 
their motors are not drawing current from the gener- 
ators, the latter run idle, again with very little friction. 
So we have a set of machinery thoroughly well adapted 
to the particular purpose, and which may on emer- 
gency be used momentarily for both propelling and 
pumping at the same time. The flexibility of such a 
system is very great, because of the ease of control 
from the pilot house of the main propulsive elements, 
without the necessity of transmitting orders through 
the engine room. 


Continental: Passenger Traffic. 

Once more the oft-repeated rumor is afoot to the 
effect that the Cunard Steamship Company is about to 
seek an opening in the channel, in order to compete 
with other lines in the continental passenger traffic, 
which is said to be the “cream” of the whole Atlantic 
business. The new report, which is officially denied, 
is to the effect that, without abandoning Liverpool as 
a terminus, Queenstown is to be dropped and stops at 
Plymouth and Cherbourg substituted. The Plymouth 
stop would expedite the carriage of the mails between 
New York and London, while that at Cherbourg would 
tap the continent and provide ready access to Paris and 


the tourist resorts of the north of Europe. 


If such a change is made, the eastern end of the 
Cunard route doubles back on itself, Cherbourg being 
about 180 nautical miles to the east of the Scilly 
Islands, where the turn up to Liverpool would be 
made. This would involve so much in the way of 
delay for the fast steamers making it as to amount to 
a positive nuisance. The ideal method of attacking 
the problem would seem to be that adopted by the 
White Star Line, which, without abandoning Liver- 
pool, has a service to channel ports as well, this latter 
service being distinct from that to Liverpool, and no 
steamer making both “termini,” so to speak, on any one 
trip. This involves a larger fleet of vessels than would 
be required for the single service, but the Cunard Com- 
pany has such a fleet already in being, and could readily 
institute such a change. 


410 


International Marine Engineering 


SEPTEMBER, 1908. 


Progress of Naval Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States Navy: 


July 1. | Aug. 1. 
BATTLESHIPS. 
Tons. | Knots. 
South Carolina. .| 16,000! 18% | Wm. Cramp & Sons............ 51.9 DOE 
Michigan....... 16,000| 18% | New York Shipbuilding Co...... 57.2 60.4 
Delaware....... 20,000} 21 Newport News S. B. & D. D. Co.} 31.6 35.3 
North Dakota... | 20,000| 21 Fore River Shipbuilding Co..... 40.5 45.7 
ARMORED CRUISER. 
Montana....... 14,500| 22 Newport News Co...........-. 99.2 | 100 
SCOUT CRUISER. : 
SHIGM400000a00 3,750| 24 Fore River Shipbuilding Co..... 98.9 | 100 
TORPEDO BOAT DESTROYERS. 
Number 17..... 700| 28 Wm. Cramp & Sons............ 31.1 38.7 
Number 18..... 700} 28 | Wm.Cramp &Sons............ 26.9 35.7 
Number 19..... 700} 28 | New York Shipbuilding Co...... 33.8 42.2 
Number 20..... 700| 28 Bath Iron Works.....:........ 13. 14. 
Number 21..... 700| 28 Bath Iron Works.............. 13. 14. 
SUBMARINE TORPEDO BOATS. 

Number 13..... = — Fore River Shipbuilding Co... . . 49.3 51.9 
Number 14..... — — | Fore River Shipbuilding Co..... 49.4] 51.9 
Number 15..... — —_— Fore River Shipbuilding Co... . . 48.6 50.9 
Number 16..... — — | Fore River Shipbuilding Co... . . 48.8 51.1 
Number 17..... = — | Fore River Shipbuilding Co..... 35.8 42.4 
Number 18..... = — Fore River Shipbuilding Co... . . 32.6 41.8 
Number 19..... — _— Fore River Shipbuilding Co... . . 31.7 41.3 


ENGINEERING SPECIALTIES. 


A Rotary Pressure Blower. 


A device placed on the market by the Baker Blower Engi- 
neering Company, Stanley street, Sheffield, is designed for the 
moving of heated air and gases, and is supplied with outlet 
delivery on either side, as viewed from the driving pulley. 


These blowers are said to be simple and not liable to get out 
of order, having no sliding vanes or pistons working under 
pressure internally, and, therefore, subject to wear and tear. 
A great volume of air is passed at a low speed. All the work- 
ing parts requiring attention and lubrication are external. 
The internal arrangements can be seen by removing the top 
cover, without disturbing either inlet or outlet connection. 

The internal parts do not move in absolute contact, but are 
so close as to be practically tight. This results in confining 
the wear to the journals and gear, where ample surfaces are 
provided, all adjustable from the outside. The shafts are 
large in diameter and have adjustable stuffing boxes, while 
the revolving drums are carefully balanced. 

The blowers are listed in regular sizes rated from 3,000 to 
780,000 cubic feet of air per hour against a head of 6 inches 
of water. The requirements vary from %4 to 23 horsepower 
at respectively 300 and 130 revolutions per minute. The 
approximate over-all dimensions for the smaller size are 18 


CLEVELAND REVERSIBLE 
STAY-BOLT CHUCK. 


PLANED 
ra PA 

T Ut : 
LE 


by 634 inches by 10 inches high; for the larger size, 127 by &4 
inches by 9614 inches high. The weights increase succes- 
sively from 114 to 220 cwt. 


A Reversible Stay=bo!t Chuck. 


It frequently happens when running in a stay-bolt that the 
bolt will stick and stop and must be backed out part way in 
order to get a fresh start. The reversible stay-bolt chuck 
manufactured by the Cleveland Pneumatic Tool Company, 
Cleveland, Ohio, is designed to be operated in either direc- 
tion at will. The necessary grip on the bolt is obtained by a 
loose roller, which changes its fulcrum automatically, and 
wedges the bolt fast against the two stationary dogs. When 
the motor to which the chuck is attached is reversed, the roller 
of the chuck releases its hold and moves to the opposite side, 
when it again grips the bolt fast. This chuck is designed to 
drive stay-bolts from 34 to 1% inches in diameter. It can 
be applied directly to standard bolts, without the necessity of 
squaring the ends. 


aig nou 
The Reilly Multicoil Feed Water Heater. 


The matter of feed-water heating on shipboard is a most 
important detail, for as much as 28 percent of the total work 
of making steam is generally devoted to raising the tempera- 
ture of the water up to the boiling point. If the water could 
be fed to the boilers at the temperature at which steam is 
made, the steaming capacity of the boiler could be increased 
by just about this percentage. If also a part of this work 
of heating the water can be done by the use of exhaust steam 
that would otherwise be wasted and merely thrown into the 
condenser, requiring more work to condense it, besides losing 
all of the valuable heat stored up in it, the feed-water heater 
is justified, 


SEPTEMBER, 1908. International 


Marine Engineering 


4il 


ee) Be ea ee a 


The Griscom-Spencer Company, New York, manufactures 
the Reilly multicoil feed-water heater, which has recently un- 
dergone decided improvement in economy and weight. The 
union joint connection between each copper heating coil and 
the top and bottom headers of the heater has been improved 
in one or two details, and the door construction has been 
changed from the old method of bolting the cast-iron door 
frame to the shell to a more modern method of flanging out 
the shell itself into a kind of nozzle, and riveting to this noz- 
zle a welded angle iron collar, which makes a seat for a light 
door of’pressed steel plate. This construction is very light, 
and is a most neat and workmanlike job. 

The builders have gone deeply into the subject of the econ- 
omy of feed-water heating and its relation to modern power 
plants, both scientifically and practically. From the data that 
they have compiled in their experiments and in their marine 
experience, they assert that a Reilly multicoil heater will pay 
for itself under general conditions in about forty-one working 
days, and after that all the saving in fuel, as well as the say- 
ing in boiler repairs due to feeding hot water instead of cool 
water to the boilers, is net profit. 


TECHNICAL PUBLICATIONS. 


Definitions in Navigation and Nautical Astronomy. By 
P. Groves-Showell. Size, 514 by 7%4 inches. Pages, 107. 
Figures, 96. Philadelphia, 1908: J. B, Lippincott Company. 
Price, $1.25; and London, Charles Griffin & Company, Ltd. 
Price, 2/6 net. 

This work gives special consideration to students desiring 
to present themselves for examinations for a marine officer’s 
certificate. It is divided into three parts, dealing respectively 
with definitions, instruments and miscellaneous items, and is 
followed by an index. Under definitions are taken up 
spheres and angles, general considerations of navigation, in- 
cluding departure; great circle sailing; deviation of the 
compass; leeway, etc. Under nautical astronomy are defini- 
tions of such terms as altitude, zenith distance, azimuth. 
equinoctial, ecliptic and right ascension. Time is next given 
consideration, while charts are given showing lines of mag- 
netic variation and magnetic dip. 

Under the head of instruments are shown the mariner’s 
compass, chronometer, sextant, the use of the vernier, sound- 
ing machine, patent log, barometer and thermometer. The 
miscellaneous section gives tables of weights and measures, 
and rules for finding areas and volumes, of figures of various 
shapes. 

Beeson’s Marine Directory of the Northwestern Lakes. 


Size, 634 by 9%4 inches. Pages, 272. Illustrations, 66. Chicago, 
1908: Harvey C. Beeson. Price, $5.00 (£1). 


This is the twenty-second year of publication of a directory 
of all the steam and sailing vessels on the Great Lakes, in- 
cluding both American and Canadian craft. Under separate 
headings are the iron ore carriers, lumber vessels and particu- 
lars of boilers and machinery of the steam vessels on the 
lakes. Statistics are given showing the traffic through the 
Sault Sainte Marie canals, and notes covering the various 
steamboat and transportation lines on the lakes. The illustra- 
tions are mostly half-tones, representing subjects peculiar not 
only to the lakes but also to the ocean, including passenger 
and freight steamers, steam and sailing vessels, lake, ocean, 
coastwise and river craft, motor boats, yachts, machinery 
and a number of vessels, interesting principally from the 
point of view of their antiquity or oddity of design. 

The main new feature this year is a descriptive list of all 
the American ports on the Great Lakes, with details of popu- 
lation, commerce and other items of interest. 


Hydraulics. Vol. II. The Resistance and Propulsion of 
Ships. By S. Dunkerley, D. Sc. Size, 5% by 8% inches. 


Pages, 253. Figures, 115. London and New York, 1908: 
Longmans, Green & Company. Price, 10/6 net and $3.00. 

The first volume dealt with hydraulic machinery. This sec- 
ond one is divided into six chapters, followed by a complete 
index. These chapters deal respectively with stream lines, 
waves, the eddy, skin and wave-making resistance of ships, 
wave-making resistance, trials on full-sized ships, and 
theoretical considerations affecting the propulsion of ships. 
The first chapter takes up the subject from a theoretical point 
of view, with the aid of the calculus. It is followed by a 
chapter dealing with waves in both deep and shallow water, 
and including waves of translation, oscillating and capillary 
waves, etc. The trochoidal wave system is given considerable 
space, and the subject of the velocity of propagation is dealt 
with at some length. The resistance, due to eddies and 
waves, forms the subject of a chapter in which Froude’s 
classic experiments are given prominent place. 

In the fifth chapter the laws of comparison are taken up, 
showing the relation between sizes and corresponding speeds 
and the method of passing from one size to another, or one 
speed to another, in calculations. Under theoretical con- 
siderations appears a discussion of types of propellers, includ- 
ing the jet propeller, paddle wheel:and screw propeller. The 
first two are given the usual brief attention, while the third 
naturally occupies the bulk of the chapter. Among other 
things discussed are the effect of the thickness of blade and 
methods of testing model propellers, either with or without 
an attendant hull. The Admiralty method of designing screw 
propellers is outlined, while the end of the chapter is con- 
cerned with a discussion of such abnormal phenomena as 


cavitation and the rapid rotation of propellers in heated 
water. 


The Slide Rule—A Practical Manual. By Charles N. Pick- 
worth. Pages, 113 + xvi. Figures 30. Size, 5 by 7 inches. 
New York, 1908: D. Van Nostrand Company. Price, $1.00 


net. London: Whittaker & Co., and Manchester, Emmott & 
Co., Ltd. Price, 2/6. 


This is the eleventh edition of a work dealing with the use 
of a calculating rule, and takes up in considerable detail the 
methods of procedure in making computations by this means. 
Nearly all of the volume is devoted to the usual type of 
slide rule, being that in the form of a ruler 10 inches long. 
Special types of rules, however, are given at the end of the 
volume: the Fuller spiral rule, the Thacher cage-type calculat- 
ing instrument and a number of circular calculators of the 
size and form of a watch being here described. Numerous 


examples are given, with explanations in detail of the method 
of obtaining results. 


Board of Trade Arithmetic for First-Class Engineers. 
By Peter Youngsen. Pages, 108. Figures, 19. Size, 434 by 
7 inches. Glasgow, 1908: James Munro & Co. Price, 3/—net 


and $1.00. 
The work consists of a series of sixteen papers of questions 
asked at Board of Trade examinations 


for engineering 
licenses. 


Each paper consists of a considerable number of 
questions, and is followed in the second portion of the work 
by answers to these questions. The questions cover compu- 
tations and explanations of various boiler calculations, size of 
coal bunkers, coal consumption, propeller data, engine horse- 
power and elementary navigation, besides a large number of 
questions of a general arithmetical nature, and dealing 
largely with marine engineering subjects. 

In the preface it is pointed out that the carrying out of 
results to a large number of decimal places is not usually 
called for, and stress is laid upon the importance of careful- 


ness in the steps leading up to the result rather than too much 
refinement in the result itself. 


Signal Manual for the Use of the Mercantile Marine. By 
Capt. W. G. Rugg. Pages, 28. Figures, 9 (four in colors), 


412 International 


Size, 414 by 6 inches. Glasgow, 1908: James Munro & Co. 
Price, 1/— net and 30 cents. 

This little pocket manual is the second edition of a work 
giving instructions in the making of signals with flags by 
means of spelling them out, or of sending messages by codes. 
The use of the semaphore fixed to a mast or in the shape 
of a man with flags is taken up, this being based largely on 
the Morse code. A number of special signs and methods of 
flashing signals by lights are also mentioned. The interna- 
tional code of alphabetical and special one-flag, two, three and 
four-flag signals is illustrated in colors (white, black, red, 
blue and yellow). 

Consular Requirements for Exporters and Shippers. By 


James Shaw Nowery. Size,5 by 7% inches. Pages, 84. Glas- 
gow, 1908: James Munro & Co. Price, 2/6 net; 75 cents. 


This little book includes copies of all forms of consular 
invoices, with some useful hints as to drawing out bills of 
lading and other documents necessary in the shipping trade. 
As every shipper knows, or should know, attention to details 
is very essential, especially with regard to consular require- 
ments imposed by various foreign countries, which often in- 
volves the perusal of lengthy documents. The author of this 
little book admirably sets out the gist of these in a concise 
and methodical form, which makes it an almost indispensable 
work to anyone engaged in export trade. 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. , 


Q. 410.—It has frequently been asserted that United States battle- 
ships make their trial speeds on a very light displacement. Is this 
lighter in- proportion than is the case in other navies? Wo 12s 


A.—Each navy has a separate method of setting its require- 
ments in this connection, but the general results are not very 
discordant. Figures which have been put into our possession, 
but which we cannot guarantee, show weights of the various 
items making up the displacement at normal load of the 
Nebraska, Connecticut and Michigan of the United States 
navy, and the Dreadnought of the British navy. The full-load 
displacements for the three American ships are also given, 
with an estimate for the Dreadnought, which will be discussed 
later: 

7——Comnecticut—. >——Michigan— 


Normal. Full Load. Normal. Full Load. 
Hull and fittings*.. 7,434 7,434 7,469 7,400 
NTI Ee er ree 3,992 3,992 4,047 4,047 
Battery and am’tion. 1,339 1,536 1,118 1,300(a) 
Machinery, 23). ..-- 1,500 1,500 1,577 1,577 
eedmwateranennnn 66 100 66 100 
Coalllpe neers reeee: goo 2,275 goo 2,200 
Equip’t and stores}. 769 829 823 924(a) 
16,000 17,666 16,000 17,017 
——Nebraska—YX ——Dreadnought— 
Normal. Full Load. Normal. Full Load. 
Hull and fittings*.. 6,655 6,655 6,955 6,055 
INGINOP bo oo d0%soanc 3,771 SOTA 4,100 4,100 
Battery and am’tion. 1,213 1,417 2,930 2,930(b) 
Mach’ry and water. 1,830 1,830 2,190 2,190(b) 
Goal ain ih aeeteee, 900 TAS 900 2,700 
Equip’t and stores}. 579 646 825 825(b) 
14,948 16,094 17,900 19,700 


The items marked (a) have been closely estimated. The 
items marked (b) have been here assumed to undergo no 
change between normal load and full load of the vessel. 


* Includes protective deck. 
{ Includes officers, crew and effects, 


Marine Engineering 


SEPTEMBER, 1908. 


This assumption is probably not correct. We have been in- 
formed by an English contemporary that with a complete 
outfit and full load on board, the Dreadnought was recently 
noticed drawing 31 feet 6 inches, in place of the legendary 
26 feet 6 inches. The difference, assuming a coefficient of 
waterplane area of 0.75, would amount to about 4,200 tons in 
displacement, and would make the full-load displacement of 
the Dreadnought 22,100 tons. This is probably too high an 
estimate, and we are unable to verify it. On the other hand, 
it is a fact that the Connecticut, on starting from Hampton 
Roads for the Pacific, was very heavily laden with an immense 
amount of stores, etc., and unquestionably displaced more than 
the 17,666 tons with which she is credited at full load. The 
fact remains, however, that practice, as between the two 
navies mentioned, is not very different in actual working out, 
though it may appear to be on paper. 

Some comment may be occasioned by the fact that the 
Dreadnought’s battery appears disproportionately heavier than 
that of the Michigan, while the Dreadnought carries ten 12- 
inch guns to the Michigan’s eight. This is due to the fact 
that it is British practice to include in such statements of 
weight of battery and ammunition the weight also of all 
armor protecting the battery. This includes the weight of 
turret armor and barbette armor, Under these headings are also 
included the motors and other auxiliary appliances for oper- 
ating the turrets, guns and ammunition hoists, which in Ameri- 
can practice are included under equipment. The item of 
armor in the Dreadnought includes merely vertical armor for 
the protection of the hull—the flotation and the stability. In 
the case of the American vessels this includes all armor of 
every description (except protective deck) as well as backing, 
bolts and cellulose. 


Q. 414.—I have a motor boat 21 feet long, 5 feet 4 inches beam and 
weighing about 1,100 pounds. There is a two-cylinder two-cycle engine 
of 4% horsepower, driving a 16-inch diameter propeller at 700 revolu- 
tions per minute. The area of blade is about 23.4 square inches. What 
is the proper pitch for a speed of 74% to 8 miles per hour? 


2.—What horsepower would be necessary to drive a 20-inch propeller 
to get speeds of 8 and 10 miles an hour respectively, with the same 
data as above? 


3.—What is the pitch of a propeller, diameter 15% inches and run- 
ning 800 revolutions per minute with a 9-horsepower engine, to give 
10 or 12 miles an hour with the above boat? ‘ 


A.—There are.two or three discordant features involved 
in these questions, but we will answer seriatim and discuss 
later, 

On page 138 of Durand’s “Motor Boats” is a formula for 
the pitch of a propeller to accompany a given speed and 
number of revolutions at an assumed slip. This formula is: 

1,056 V 
P=—___— 
N @—s) 
where P is the pitch in inches; V is the speed in miles; N is 
the number of revolutions per minute; and s is the apparent 
slip of the propeller. Assuming in this case a slip of 22 per- 
cent and a speed of 8 miles per hour, we find the pitch figures 
out at 15%4 inches. 


2. On page 125 of the same book is a formula for powering 
motor boats, as follows: 
AB 
H = —— 
K 
where 4 is a function of the weight of the boat (representing 
the two-thirds power of the number of thousands of pounds 
in this weight) ; B is the cubé of the speed in miles per hour, 
and K is a coefficient used for designing and similar to the 
“Admiralty coefficient.” In the first case mentioned, at 8 
miles per hour, this coefficient figures out as 121, a very low 
result. If we use this same figure for the answer of the 
second question, we find that the horsepower figures out as 
8.8 for a speed of 10 miles per hour. 
3. Using the formula last above given, we find that for 12 
miles per hour the Admiralty coefficient is 204, which ought 


SEPTEMBER, 1908. 


easily to be attained in a boat of this size. The pitch, figured 
on a basis of 12 miles per hour, and an apparent slip of 25 per- 
cent, is found to be 21% inches. 

For a boat of this size with apparently speedy lines (the 
relation between weight, length and beam indicates this) 
ought to be possible to reach a coefficient of upwards of 200 
at 12 miles per hour, and probably no less than 350 at 8 miles 
per hour. In the latter case it would appear that the speed 
might be reached with under 2 horsepower, provided the 
propeller was properly suited to the engine. As to the dif- 
ferent diameters of propellers, this in general would not affect 
the problem unless we reached so great a diameter as to ex- 
pend a large part of the power in churning up the water (the 
pitch ratio in this case being small) ; or unless the diameter 
is so small that it is difficult to obtain sufficient blade area to 
prevent the occurrence of cavitation at high speeds. . This 
would appear not to be reached in the present case, because, 
assuming two blades, we have a total of 46.8 square inches 
(apparently developed area), from which we may conclude 
that the projected area is in the neighborhood of 38 square 
inches. At 12 miles per hour and 9 horsepower, and a propul- 
sive coefficient assumed at 48 percent, we find that the total 
thrust is about 135 pounds, which would give us a thrust per 
square inch of a little more than 3% pounds. | 
not usually begin at a thrust of less than 11 pounds per 
square inch. 


Q. 415.—If water filtered through alum, such as is used for city 


filtering plants, were fed occasionally to marine boilers, what would 


be the effect? ; Ye 15 WW 
A.—If there is only a very small percentage of alum in the 


water, simply enough to coagulate the minerals in suspen- 
sion, so that they precipitated promptly, and this is used in 
conjunction with one or two other chemicals, there would be 
no possible harm to the metal parts. If there is a strong 
solution of alum in the water at all times, however, it would 
not be suitable for a feed water. 

The tendency of alum is to combine with scale-forming 
solids into an exceptionally hard mass. Scale consisting of 
calcium-sulphate, calcium-carbonate and magnesia becomes as 
hard as flint, and resists chemical reaction to a great extent. 
The whole thing hinges, therefore, on the percentage of aluni 
in the water, and how often it is injected. I, 1B, 1B 
Q. 416.—What is the simplest method of obtaining eto mua of a 


propeller? 
A.—A method which is simple and in quite general use 


consists merely in finding the distance from the center of the 
bore to that section of the blade which is at an angle of 45 
degrees from the axis of the bore. This distance is the radius 
of a circle whose circumference is equal to the pitch, hence 
the pitch is easily figured. 


The method pursued is to lay the wheel on any flat surface, 
with the axis perpendicular to this surface, and locate the 
required section of the blade with a 45-degree triangle. The 
distance from the axis may then be easily measured. Should 
the shaft be in the propeller, it may be laid down with the 
shaft parallel to the table, taking care that the center line of 
the blade is also parallel to the table, and the same course 
pursued. 


SELECTED MARINE PATENTS. 


The publication in this CONIND 6 of a patent specification does 
not necessarily imply editorial commendation. 

American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 


887,076. TURRET OR SIMrLEAR VESSEL. CHARLES D. DOX- 
FORD, SUNDERLAND. 
Claim.—In a turret vessel the combination of a hull, a turret forming 


International Marine Engineering 


Cavitation does: 


413 


SSS SSS 


a om ; 
ee | 
AN ‘dill 


the upper part of the vesse} and merging into the hull, deckbeams ex- 
tending across the turret, a double bottom at the bottom of the hull, 
narrow internal frames extending from the deck beams to the double 
bottom, leaving an unobstructed space from side to side between the 
frames, large gusset plates extending from the frames to the deck at 
intervals in those portions of the vessel where the turret merges into 
the hull, and small knee plates securing the internal frames to the 
double bottom. One claim. 


Sere PROPELLER WHEEL. LOUIS J. H. VOSS, MENASHA, 

Abstract.—The invention relates to improvements in propeller wheels, 
in which there are two similar blades, which commence at the forward 
end of the hub of the wheel with a small width, and widen out to the 
desired width, and make a twist along the hub of one-half of a circle, 
the working sides of the blades, when the boat to which it is applied is 
going forward, being concaved to a small degree. ‘he objects of the 
improvement are to produce a wheel that is capable of producing great 
speed when compared with others of similar diameter and number of 
revolutions, and one that is adapted for running in shallow water where 
weeds abound. One claim. 


887,486. 
FOR SHIPS. 


887,156. 


887,486. PROPELLING 
ILLOWALS, ILO MNDXOUNI,, 185 Ce 

Claim 1.—A propelling device for ships comprising a boss or hub 
having blades, each of which has a perforation, a rotary hollow casing 
at the front of said propeller, and the chamber of which is divided into 
compartments, inlet passages connecting said perforations with said 
compartments, and exhaust passages from said compartments to the rear 
of said boss or hub. Three claims. 


12,791. (REISSUE). MARINE NAVIGATION. 
REEVE, NEW HAVEN, CONN., ASSIGNOR TO WILLIAM M. 
LARNED E. MEACHAM, CHICAGO. 

Claim 5.—In a water-conveyance, the combination with a body or ves- 
sel for receiving the passengers or load, of inclined supporting plates 


DEVICE WILLIAM 


SIDNEY A. 
AND 


connected thereto and moving edgewise through the water at an inclina- 
tion to the longitudinal horizontal line, to give support to the body or 
vessel, and a propeller for imparting forward motion to the convey- 
ance, said inclined supporting plates extending below the bottom of the 
body of the vessel, so that when the conveyance is in motion the body 
of the vessel may be supported entirely above the 'surface of the water 

Thirteen claims. 


887,873. CABLE TRANSPORTER. JOHN R. TEMPERLEY, 


JOS. TEMPERLEY AND WILLIAM ALEXANDER, LONDON. 
Abstract.—One end of the supporting cable is coiled on the drum of 


414 


International Marine Engineering 


SEPTEMBER, 1908. 


the winding motor. The cable is passed through a dynamometer and 
led over a support at the end of the span, but not attached thereto, being 
left free to run over the support when hauled in or paid out. The cable 
is then led across the space to be spanned and attached to the sup- 
port at the other end, or the cable may be carried around a sheave at- 
tached to the support and returned across the span and the end attached 
to a second winding motor, by means of which the cable may be hauled 
in or paid out, and this motion utilized for moving the carriage to and 
fro, the cable serving both to support and to convey the load. Twenty- 
five claims. ‘ 

887,934. SCOW. JOHN H. GERRISH, BOSTON, MASS. 

Claim 2.—A scow having a well, dumping doors controlling the exit 
therefrom, swinging partitions dividing said well into separate com- 


Mi be e 


partments, chains for controlling said dumping doors and partitions, 
shafts located on different sides of said well with which said chains are 
adapted to make respective connection, and means whereby said shafts 
may separately be operated. Tour claims. 


British patents compiled by Edwards & Co., chartered 
patent agents and engineers, Chancery Lane Station Cham- 
bers, London, W. C. 


29,623. SHIPS’ HULLS. E. ,COCKBURN, BREMERHAVEN, 
GERMANY. 

Relates to the form of the afterbody of the twin and triple- 
screw vessels, and particularly to the bossed frames for the stern tubes. 
The contour of the sections at about one-eighth of the length of the 
vessel from the after perpendicular is approximately the same as a 


ji 


| 


normal bilge at midships. Where the bossed frames run into the nor- 
mal form of the vessel, the curve is made larger than usual, being, at 
about one-eleventh of the length of the vessel from aft, about the same 
as an inverted form of bilge amidships. The lines are preferably faired 
by diagonals through the center of the shafts. The bottom of the vessel 
is raised slightly towards the stern. 


52. SCREW PROPELLERS. H. J. SPOONER, LONDON. 

Relates to feathering propeller blades by means of epicyclic gearing, 
operated by a shaft within the hollow shaft of steam turbines. 
bevel pinion fixed to a shaft engages with bevel wheels, which ride 
loosely on the tail pieces of blades. The bevel wheels are prevented 
from moving in the direction of the axis of the blades by means of a 
framework, which carries change wheels, engaging with the spur pinions 
cut upon the bosses of the wheels. The blades are screwed into the 
oss. : 


175. RUDDERS. F. 


T. MURDOCK, GALWALLY, BELFAST. 
Rudders are hung from the stern post in such a manner that the 


The pintles are supported in bushes, 
secured in place by the nuts, and removable from above the stern 
braces by screwing the nuts down. A closed nut maintains the pintle 
in position, and the lower face acts in conjunction with the collar of 


pintles are above the gudgeons. 


the bush to form a bearing surface. A lock-nut is fitted to the closed 
nut. The stern post may be previced with an additional brace, having 
a pin and nut, which form with the nut an additional bearing surface for 
the rudder. 


826. BINNACLE LAMPS. W. D. WHYTE, GLASGOW. 

Relates to ships’ compasses adapted to be lighted from below. The 
light, which is directed upwards by a suitable reflector, can. be dimmed 
by rotating the reservoir, in connection with which is provided a com- 
bined reflector and obturator. A milled operating head is fitted. The 
lamp has grooves for attachment to slides at the side of the binnacle. 
The base is attached by bayonet-like catches, and has a handle. 


ate SOUNDING APPARATUS. O. GUTT, BERLIN, GER- 
I 5 

A drag for supporting a sounding instrument, or for a similar pur- 
pose, has a box-shaped body having open ends, and openings on all 
sides. 

760. SCREW PROPELLERS. S. L. TAYLOR, FALMOUTH. 

The blades of screw propellers are mounted in a hollow boss, and are 
provided at their inner ends’ with two pins by which they are reversed. 
The pins engage a curved slot ina sliding block, operated by a sleeve 
surrounding the shaft, or by a spindle passing through a hollow shaft. 
By using two pins, a turning couple is produced when the block is 
moved. 


YUEN 
SS 


760. 898. 


898. SCREW PROPELLERS. D. JONES, CARDIFF. 

Kelates to screw propellers in which the tips of the blades are con- 
tinuous and do not overhang the shaft. The blade tips are riveted to- 
gether, optionally over a bearing-block. The shape of this bearing- 
block varies with the number of blades used, each blade being built up 
of juxtaposed sheets. Each sheet constitutes the front surface of one 
blade and the back surface of the next. The boss in this case is part of 
a skeleton bracket, to which the roots of the blades are attached by 
arms. In similar propellers the blades are formed of twin sheets 
riveted to opposite sides of the flattened portions of arms, which are 
attached to the boss. The individual blades may, when developed, form 
a semi-annular or a half-ellipse with a smaller half-ellipse removed. 


1,147. CAPSTANS; WINCHES, ETC. E. G. GOSSET-TAN- 
NER, AND R. T. DEANE, WESTMINSTER. 

Capstans, winches, and like hauling mechanism are driven through 
reducing gear by a turbine, which is supplied with pressure liquid by 
means of a pump driven by an internal-combustion engine. A Pelton or 
like wheel is fixed on a vertical shaft, which is supported on a foot- 
step bearing. The shaft rotates within a fixed sleeve, and carries at its 
upper end a pinion which gears with a series of pinions mounted on 
spindles, carried by the fixed sleeve and supporting a non-rotating cap. 
The pinions mesh with an internally-toothed ring secured to the inside 
of the capstan drum, which is supported on ball bearings. A band 
brake may be arranged to encircle the flanged portion of the drum. 


ex 
a 


CORSE 


SSSNESTR SISSON 


q 


CL 


SS 
Ce cee 
SSN Wwvy Dv 


2,381. 


TURBINES. 
NEWCASTLE-ON-TYNE, AND J. FORD, WALLSEND. 

Blades for turbines, turbine compressors, etc., are provided with inter- 
locking means at their roots, so that they can be assembled and calked 
in a former in ring, segment, or strip form ready for application to the 


2,381. Cc. A. PARSONS, AND J. W. WILSON, 


rotor groove. Blades and distance pieces have holes drilled in their 
centers, through which passes a solid rod or hollow tube. The blades 
and distance pieces are placed in a groove of a former, and by a suit- 
able calking tool are driven up solidly and tightly, one or more at a 
time. The groove is slightly narrower than the rotor groove. One 
side of the groove consists of a removable flange, the width of tha 
groove being determined by distance packing. The calking action 
causes the wire, blades, and distances pieces to bind together, but the 
assembled blades may be soldered or otherwise treated for additional 
security before insertion in the turbine groove. 


A Curious Coincidence.—On page 370 of the August num- 
ber appeared three British patents, all dealing with elastic 
fluid turbines, and emanating from Switzerland and Germany. 
The numbers are 27,940, 27,409 and 29,407. It will be noted 
that the five figures comprising each number are all the same, 
but differently arranged. The circumstance is, of course, 
purely accidental. 


International Marine Engineering 


OCTOBER, 1908. 


THE NEW ITALIAN STEAMSHIP EUROPA. 


BY DAGNINO ATTILIO. 


To the Veloce Company, of Genoa, a notable addition has 
again been made from the shipyard of Palermo in the Europa, 
constructed for the South American Line. She is a hand- 
somely modeled ship, displacing 11,575 tons, of 430 feet in 
length, with a beam of 53 feet and a depth of 30 feet 10 
inches, built under the special survey of the Registro Italiano 
and of Lloyds, to qualify for their highest class. 

She is built of steel, with two complete steel decks, a 
cellular double bottom and poop, bridge and forecastle erec- 
tions. The passenger accommodation throughout is very 
comfortable for 1,700 third class passengers and 74 first class. 


bie 


ty esmeais) 


one piston valye, with diameters, respectively, 1534 and 2634 
inches on the top and 15% and 26 inches on the bottom end. 
The low-pressure cylinder has a flat, double-ported slide 
valve. The valve stems are in all cases of a diameter of 
4 5/16 inches, while the piston rods have each a diameter 
of 7% inches. All valves are operated by Stephenson link 
motion from eccentrics, and can be worked by both steam 
and manual power. The valve strokes are 9 1/16 to 10 1/16 
inches, respectively, for 0.66 and 0.74 cut-off. The length of 
the connecting rods is twice the cylinder stroke. 

The main engines are in a single engine room without 


THE NEW ITALIAN MAIL STEAMSHIP EUROPA, IN SERVICE TO SOUTH AMERICA. 


THE MACHINERY. 

The propelling machinery was supplied from Gio Ansaldo, 
Armstrong & Company, Sampierdarena. There are two main 
engines of the three-cylinder, vertical, inverted, direct-acting, 
triple expansion type, balanced according to the Schlick sys- 
tem, and each capable of developing about 3,500 indicated 
horsepower at 90 revolutions per minute, and a steam pres- 
sure of 190 pounds per square inch. The sequence of cylin- 
ders, beginning forward, is: high-pressure, intermediate-pres- 
sure and low-pressure, with, respectively, 26, 42% and 707% 
inches diameter, and a common stroke of 511%4 inches. The 
cranks follow each other in the regular order of size of 
cylinders, the high-pressure being followed by the interme- 
diate and low-pressure. On account of balancing, these 
cranks are at 120 degrees. 

The high-pressure and the intermediate cylinders have each 


center line bulkhead, the starting platforms being conveniently 
located between the engines, with ample space for the engine 
crew to work in. The cylinders are safely bolted together, 
but there is no rigid fastening between them, thus allowing 
fore-and-aft play for expansion. Each of them is fitted with 
safety valves in the bottom and cover. They are supported 
by hollow cast-iron box columns, and these, in the neighbor- 
hood of the engine platforms, are utilized for oil storage, and 
provided with taps and pipes for filling them and for drawing 
off oil as needed. All stuffing box packings of the main 
engines, the piston rods and valve rods are metallic. 

The main steam pipe has a diameter of 9 1/16 inches. The 
pipe carrying steam from high-pressure to the intermediate 
is 1336 inches, and the two pipes carrying steam from the 
intermediate to the low-pressure cylinder have each a diam- 
eter of 1334 inches. 


416 


International Marine Engineering 


OctoseER, 1908. 


I 
| 


Sa 


ae ttl FF] [bd 
aT 


Oo Oo Of Co 


LONGITUDINAL ELEVATION OF EUROPA PROPELLING ENGINE, SHOWING CONDENSER IN EACK COLUMN. 


The shafting, which is made of best steel, has a tensile 
strength of 25.4 to 29.4 tons per square inch, and an elonga- 
tion of 20 to 25 percent. The crank shaft diameter is 14 11/16 
inches; thrust shaft, 14 11/16 inches; line shaft, 14 inches, 
and propeller shaft, 16 9/16 inches. 

The two propellers, which are three-bladed, of the built-up 
type, turn outboard when going ahead. They are of man- 
ganese bronze, and have a diameter of 16 feet 5 inches, and a 
pitch of 20 feet 734 inches at the periphery and 19 feet 8% 
inches at the boss. The pro- 
jected surface of each propeller is 67.97 square feet, the de- 
veloped surface 84.17 square feet, and the ratio of projected 
area to disk area 0.314. The propeller blades are pitched aft, 
the axis of the blade at the tip being 12 inches aft of the 
axis of the propeller as a whole. 

The hub, which is made of cast steel, has a diameter of 
4714 inches, and is lined with zine plate as a precaution 
against corrosion. 
ing in the hub, having a diameter at forward end of 16 9/16 


The mean pitch ratio is 1.23. 


The propeller shaft enters a conical seat- 


ailil li al 
ST TA 
eu IN is 


inches, and at the after end of 1334 inches. This conical 
portion has a length of 3 feet 7 7/16 inches. A cap, covering 
the end of the shaft, protects the nut which holds the pro- 
peller in position. Each blade is fastened to the hub by 
means of nine studs. 

THE BOILERS. 

Four double-ended boilers of the cylindrical type, working 
at a pressure of 190 pounds per square inch, are located in 
one boiler room, and have two funnels. The furnaces have 
internal and maximum diameters of 3 feet 83¢ inches and 
4 feet 1% inch. The thickness is 54 inch. The grates are 6 
feet 634 inches in length, the grate surface for each boiler 
being 145.3 square feet; while the heating surface in each 
boiler figures out at 4.359 square feet, or a ratio of 30 to 1, 


= 


PLAN OF TRIPLE EXPANSION PROPELLING ENGINE OF ITALIAN STEAMSHIP EUROPA. 


OcrToBER, 1908. 


International Marine Engineering 


417 


HIGH-PRESSURE END OF EUROPA ENGINE, 


making for four-boilers an aggregate grate surface of 581.2 
square feet, and a total heating surface of 17,436 square feet. 

The boilers have a length over the ends of 18 feet 1034 
inches, and they are made in three courses, two being outside 
and one inside. The improvement in the longitudinal butt- 
strap seams is remarkable, they having only two rows of 
rivets running in the middle of the seams instead of four as 
are used in many other cases (see figure). The mean diam- 
eter is 14 feet 61% inches, while the thickness of the plate is 
1% inches. 

Each boiler contains three Morison suspension furnaces in 
each end, with a separate combustion chamber for each pair 
of furnaces opposite each other. The length of tubes between 
tube sheets is 7 feet 534 inches, and they are placed 4 5/16 
inches apart in each direction. Each end of boiler contains 
298 tubes, of which 96 are stay-tubes and 202 are ordinary 
tubes. All have an outside diameter of 3% inches, with a 
thickness of 0.260 inch for the stay-tubes, and 0.164 inch for 
the others. The front tube sheets have a thickness of 29/32 
inch, while the back tube sheets are 1 3/32 inches thick. The 
top of combustion chamber, 54 inch thick, is supported by 
the usual bridge girders, there being four on the central cham- 
ber and five on each of the side chambers. 

The funnels, which have a crushed circular section, consist 
of an inner and outer tube, with sufficient air space between 


them; the area is 15 percent more than that of the boiler 
tubes. 


BUTT STRAP, SHOWING DETAIL OF RIVETING. 


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INBOARD PROFILE OF NEW ITALIAN EMIGRANT STEAMER EUROPA. 


418 


The indicator cards shown were taken on trial trip, with a 


boiler pressure of 197 pounds per square inch. The revolutions 
were: port. &9; starboard, 88. The vacuum: port. 26.5 inches; 
A total of 7,082 indicated horsepower 


starboard, 26 inches. 


was registered by the main engines. 
PORT 


M.P. 87.25 
H.P. 1005, 


STARBOARD 


M,P. 90,55 
H.P. 1032, 


M,P. 41 
H.P. 1296, 


Lia 


| M.P. 14.17 


H.P. 1288, , 


M.P. 14.5 
H.P. 1278 


INDICATOR CARDS FROM ENGINES OF EUROPA. 


THE AUXILIARY MACHINERY. 


The two main condensers have cooling surfaces amounting 
to 3,660 square feet each, while the auxiliary condenser has 
a cooling surface of 538 square feet. The cooling pipes are 
of brass, with a diameter of 34 inch. The air pumps measure 
2514 inches in diameter, with a stroke of 255¢ inches. The 
pump barrel is a bronze casting 34 inch thick. Each main 
condenser is fitted with one circulating pump, operating at 
160 revolutions per minute, of sufficient capacity to deliver 
the cooling water required for both engines when working 
with full steam. 

Two feed pumps for each engine are fitted, to be used when 
needed for boiler feed; they consist in all their parts of 
bronze, arid have a plunger of 334 inches diameter, the stroke 
being 2554 inches. There are fitted two single-acting bilge 
pumps and two pumps for sanitary purposes, of the same 
stroke as the feed pumps, and with 4 5/16 inches diameter. 
The barrel of the bilge pumps is cast iron and the plunger 
brass. 

Besides these there are two evaporators, eae of giving 
18 tons of fresh water in twenty-four hours. There are two 
Weir pumps, each with a capacity of 50 tons per hour, and 
two duplex steam pumps, which are each to draw drinking 
water, either from the tanks of the double bottom into a tank 
arranged in the engine room or directly into a tank on the 
promenade deck. In addition to these pumps there is a 
circulating pump for. the auxiliary condenser, working at 180 
revolutions. 

The two starting engines have each two cylinders of 6 
inches diameter, with a stroke of 6 inches. The turning 
engines have each one cylinder 634 by 7% inches. 

The Europa is lighted throughout by electricity, and pro- 
vided with a wireless telegraph equipment fitted in a room 
of the officers’ house on the boat deck, telephones, a complete 
bell system, ventilating fans and a refrigerating plant. 


The contract for constructing the three new United States 
naval colliers has been awarded to the Maryland Steel Com- 
pany. The contract price is $479,000 (£98,427) for each. 
Work on the colliers will be started immediately, and they 
will be completed within a year. 


International Marine Engineering 


OcTOBER, 1908. 


\ 


MARINE ENGINE DESIGN. 


BY EDWARD M. BRAGG, S. B. 
CALCULATIONS FOR PISTON ROD, CROSS-HEAD AND SLIPPER. 


2 X 1,000 XK 33,000 


Formula (20): W= = 77,700 pounds. 
850 
Assume C = 70,000 pounds, / = 42 + 23.5 + 4 = 69.5”, (Use 70”) 
N = 15. 
70,000 2 X 77,700 
ebhen ya = 4,670 PP 10.6 
15 3.142 X 4,670 


Formula (21): 


j0-48 X 10.6 X 70,000 X (70)? 


p= 


+ (10.6)? + 10.6 


10,000,000 
= Vi74.5 Far WAS sp WOO = W040) q- 10,6 SS Ay ois D= 5.25 
Formula (23): 
40 X 77,700 


lp) ess 


+'0.325 = 4.085”, (Use 4”). 
3-142 X 70,000 
Allowing a shoulder of % inch at each end of the rod, and 
tapering at the rate of 3 inches per foot, the ends of the rod 
will be as shown in Fig. 26. Assume breadth of cross-head 
block = 1.8 X 5.25 inch = 9.45 inches (use 9% inches). Cross- 
head pins will be 5.25 X 1.2 = 6.30 inches (use 6% inches). 


Ue 


L KS a leg > 
<—- —]34- 


Assume allowable unit pressure on pins to be 1,000 pounds 
per square inch. 


77,700 78.85 
iX d = ———— = 38.85, 1 = —-— = 6.22, (Use 64”). 
2 X 1,000 6.25 


L=0.5” + 6.25” = 15.75”. 
The crosshead will be made of wrought steel, so that / can be 
60,000 Ge ap BY 
ae 52, 
12 2 


3 X 77,799 X 15-75 


= 5,000 pounds, b = 9.5” — (See Fig. 23.) 


Formula (24): Ah = = 8.57”, (Use 82”). 
2X 5-0 X 5,000 
r I 77,700 
Assume - =——;} G= = 17,250, P will be taken as 70 
Tans 4.5 
pounds. 
The slipper is to be like Figure 18, made of cast steel, 
60,000 
f= = 5,000 pounds. 
12 
77,792 
Formula (25): K <* L = ———— = 246 square inches. 
4.5 X 70 


Let L = 13” and K = 10”. 
Assume that the web joining the slipper to the block flange, and 
clearances, will take up 3 inches. The two backing surfaces will 


then be each 5 inches wide. 


17,250 
Unit pressure when backing = = gi pounds 
Io X 19 
77,799 X 5X6 
Formula (26): ¢ = ; = 1.167”, 


2X 4.5 X 2 X 19 X 5,000 


OctoBER, 1908. 


International Marine Engineering 


(Us2 14”). Add 4 inch white metal for each face. 
Total thickness of slipper = 24 inches. 
Backing guide to be of cast iron, stress = 1,500 pounds. 
Formula (26): 


77,799 X 5 X 6 
i=. 2.13”, (Use 24”). 


2% 4.5 X 2 X 19 X 1,500 


Assume backing guide bolts to be 14 inch diameter. Each guide 


419 
5 1.125 
@é=-+0.5 + = 3.50"; Q=— T.125 X 1.5 + 0.75) = 21.437 
2 2 
BHO ar Bog SOKO 
Xx = 2,670 pounds.- From Table IV., a bolt 
2.43 8 


1% inch in diameter can carry 2,670 pounds; therefore, use 1$-inch 
bolts. 


Use four bolts for attaching slipper to crosshead block. G = 17,250 


77,792 17,250 
carries a load of = 8,633 pounds. pounds; ——— = 4,325. From Table IV., bolts should be 1# inch 
4.5% 2 4 
3? r.25” diameter. 
os a beg?d = 3.625"; g = 1.25 X 1.5 + 0.75 = 2.625": Engine calculations should be tabulated in some systematic 
p B way so that they can be readily compared one with another. 
e+g 3.625 + 2.625 Fig. 27 shows an abbreviation of the form used by the Bureau 
BATS a cee a Ee ee of Steam Engineering, United States navy, and when results 
= 2.38. 8 y 
g 2.625 are tabulated in this way, attempts to lighten construction can 
: be i intellig rressively asing 
enbottsharelspacedl i ankasti—iSe/saanartathe numbermesded be made in an intelligent manner by progressiv ely decreasing 
ra de a9 the factor of safety of different parts, as experience shows 
AHH} the = 4 (approximately). The load upon each bolt this to be permissible. It will be noticed, in the results given, 
8.75 f that the factor of safety varies from 9 to 19 for the middle of 
Baas Se 2.38 the piston rod. It would not seem that the factor of safety 
9) 0 . 2 x y : ' 
All ps = 2,945 pounds. From Table IV., a bolt need be as great as 19 if rods have worked satisfactorily with 
7 a factor of. 12 or 15. The quantities J, R. and N, given in 
1} inch in diameter can carry 3,520 pounds. Try r-inch bolts. Fig. 27, are portions of equation (21) in a slightly different 
; ne form. The factor of safety obtained from the expression 
3 : AXC 
Spacing = 7 X 1.125” = 7.875"; = 8 (approximately). N= us 
: 7-875 : 
; WxXR 
= Ge) 
3 S Ratio Zz 
a 3% Load E 
= 2 Bye at = | 
ell Po Seah Middle 3l¢ 
f= | 5 eS Diameter Length Radius 2] Specified to 2|0 
els = Type. or of of of J =— | Ultimate Steam — 
s18 5 GH Rod Ro Gyration 3G Strength Load Fl 
z\= ax 1. G. C. PC | 8 
Os Aa R=1+ —. 
S| T2E 
3\= | J 
a \n = sae 
iy r 
ri ; | 
< 3 5 ee Destroyverssemeeen 76,000 41-23 391/16 1.265 20.59 95,000 1.134 4.25 
213 fT) 2 | Torpedo boat..... 33,500 3-1/6 241/16 0.876 22.12 95,000 1-155 4.44 
sy a 3) |"Gunboateas. 0... 65,300 2 47% 1.23 25.6 95,000 1.208 4.46 
ls N %  4| Revenue cutter...| _ 74/250 5 504 1.25 26.85 | 80,000 ke) || Ge 
2/3 n S 5 | Battleship........| 295,000 8 —3$ 81 2.195 24.7 95,000 1.194 4. 
a N B 6°) Freighter... ...!. 55,400 5 663 1.25 35.5 70,000 1.241 4.57 
a eB} plalpireigh terse 78,400 6 74°/16 1.5 33.1 60,000 1.219 4.5 
ia 8 | Passenger boat...| 99,000 5} 65 1.32 33.2 70,000 1.258 4.5 
S a 9 | Passenger boat... 78,500 5f 64 1.44 29.6 70,000 1.205 4.5 
iS 10 | Atlantic liner.....| 164,000 74 82 1.88 29.1 70,000 1.198 4.44 
rl o 11 | Pacific liner... ... 175,000 8 91 oye 30.3 80,000 1.245 4.42 
cin & 12 | Pacific liner...... 171,500 8 104} an 34.7 70,000 1.28 4.18 
3 Bs 3 13 | Atlantic liner.....| 339,000 11 114 2.75 27.6 70,000 1.176 4 
nls 4 | 
Ee g Sie ; | 
3 3 a Salis 
Tin e || Factor of 
5 A > Safety at Ahead. Backing. 
o Root of Cotan Load % 
a oy Thread. Sec—! on 
< zat l Cross- 
rl es S| Description. > — = —. head 
a a Z 2 ees 7, W | Guide Ae. 
g E a | H j | 
S oa ; Dimen- | Pressure | Dimen- | Pressur 
3 g = Se Piston | Crank sions per sions ar ‘i 
Pale Sg 8 End. | End. of Square of Square 
Bie Fe 9g Slipper. Inch. Slipper. | Inch. 
P/O & 
2 
1 | 
ES = 1 | TON-SEL-ER... 9.05 8.8 7.65 0.242 | 18,400 11 x16 104. 2x 3 x16 211. 
Ble 2 | TON-SEL-ER...| -11.4 10.4 | 11.6 .231 7,740 T4x134 76.5 | 2x 2x13 | 143. 
S/38 3 | DON-SEL-EG..| 15.3 10.4 9.6 23 15,200 12 x144 87.5 2x 435x144 } 108. 
ale 4 | TAP-FIT-EN...| 17.8 10.8 10.8 .204 | 15,150 13 x16 73. | 2x 5 x16 95. 
3 5 | TOC-FIP-EN...| 10.8 7.15 7.15 .258 | 76,200 23 x30 110. 2x 84x30 149. 
ts) 6 | DAD-FIT-EN...| 18.2 12.2 12.2 .224 | 12,400 12 x19 54.5 | 2x 44x19 | 73. 
m/e 7 | DAD-FIT-EN...| 17.75 11.8 11.8 228 | 17,900 14 x224 57. | 2x 44x224 89 
a 8 | TAD-FIT-AN...|} 12.2. 10.9 10.9 228 | 22,600 12 x24 78.2 |  12°x24 78.2 
8 9 | DAD-FIT-EN...| 19.2 15.3 15.3 228 | 17,900 16 x24 46.6 2x 6 x16 99.4 
3 10 | CAD-FIT-EN...| 15.8 12.7 1207, 231 | 37,900 224x30 56.1 2x 8}x30 75.2 
a 11 | TAP=FIT-EN...| 18.5 11.5 11.5 232 | 40,650 24 x30 56.5 | 2x 8 x30 85. 
12 | TAD=FIT-US...| 16. 10.3 | 10.3 246 | 42:00 | 2x28x11 | 68.5 | 2x28 x11 68.5 
13 | TAD-FIT-US...| 16.7 11.3 11.3 258 | 87,700 2x20x47 46.7 | 2x20 x47 | 46.7 


420 


should be the same as the factor of safety N used in equation 
21. In the expression for FR, 7 is assumed to be 10, and E is 
assumed to be 30,000,000. 

Connecting Rod.—The body of the connecting rod is figured 


First Syllable Second Syllable Third Syllable 
Body Crosshead End Crank End 


Bearing 
Surface 


ee 
6 1 | —* 


—— 
66-0 


eee | 


ZN 
ZR 
a 


——o-u 


Forked 


FIG. 28.—CONNECTING ROD DETAILS. 


International Marine Engineering 


Q 
a Q a id} 
a * | | & + 
o i RS § |8 =a 
: | 
Ss yo}, & | se 1S 
: ; | ls} 
5 Shy |) x | Qo jhe 
a ae 2 B = = 
£ Type. Description. 4 5 = | S FI = I 
= ra r Oo | [a4 ‘5 + 
7, KS) 2 s 32 
3| ©) | P |ve 
to ° 2 3 its 
8 S iS a = 
Iya es 
| 2 [a5 
21|Destrover...... MA-TUX-MO...| 46% | 4.25 | 1.03 | 78,200) 95,000] 1.489 
22|Torpedo boat...;SAI-TUX-LA...| 40 4.44 | 1.027 34,400) 95,000) 1.307 
23|/Gunboat.......]MA-TUX—NA...| 67 4.465) 1.026 67,000) 95,000) 1.957 
24|Revenue cutter. |LA-THAN-NA..| 75 iy, 1.021) 75,800) 80,000) 1.761 
25|/Battleship......|MA-THAN-NA..| 96 4. 1.032) 304,200) 95,000) 1.495 
26|/Towboat....... 10) 65 5. 1.021 37,300) 65,000) 1.88 
27| River boat..... | 68 4.535) 1.026) 42,200) 95,000) 1.845 
28|Freighter...... / | 94% | 4.5 1.026| 72,700) 60,000) 1.649 
29| Passenger boat. | LA—T | 94% | 4.5 1.026) 90,500) 70,000) 2.02 
30) Atlantic liner... .| LA—’ ‘A..| 120 4.45 | 1.027) 148,000} 70,000) 1.85 
31|Pacific liner... .| LA-THA? A..| 128 4.18 1.031) 176,800) 70,000) 2. 
| | | 3 
OI 
Smallest Section Section at Middle IR 
of Rod. of Rod. Tl 
| 
| S il 
Fy | S 5 2 
a 4 2 a a He 
| & 3 3 H. 8 3 <= ES L Bu 
Cail =) S 3 g 5 3 1S) etki 
a) Ss 4 ° o & 3) . YL 
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5 5 B= < ° Poles) 
aD | + a ae 
m4 em 
| 
21) 3-2 M 7.817 9.5 |4.2 -24| M 9.878) 1.19-| 39.3 8.57 
22/4.05x14, S 5.063) 13.9 |4.45x2 Ss 8.9 285m |S Leal 18.8 
23) 44-2] M | 11.05 15.7 |4.44-2 M 12.36 | 1.218 | 55. 8.95 
24 5 | it 19.64 20.8 5.62 L 24.8 1.405 | 53.3 14.9 
25] 725 | M | 27.54 8.6 83-5 | M | 35.43 | 2.44 39.3 7.4 
26 3} L 11.04 19.2 4.09 10 LSSUSE R02 63.75 | 12.2 
27 4 it, 12057 19.3 4.35 L 14.97 | 1.09 62.4 120) 
28 6} L 30.68 25.4 6.64 | L 34.55 | 1.66 Nc 17-3 
29 wy |) ib 19.64 15.3 52 | L 26. 1.44 65.6 10. 
30 7 L | 41.4 19.6 8 Ib, |) S73 2. 60. 12.8 
31 74 L | 44.18 RO 84 ae, 56.75 | 2.125 | 65. 11.22 
W | 


as a column hinged at both ends, and the formule have the 
same form as those for the piston rod, except that the constant 
is 1.08 instead of 0.48, and the factor of safety used is dif- 
ferent. The middle portion of the rod is usually made tapered, 
and the formule give the diameter at the middle of the rod. 


Solid rod: 


It OS SKIP SKE SY 


DP = \ HF. (27) 
10,000,000 
Hollow rod: 
[1.088 X FX CX1 
Da \ + F?4+ (2F+@)0?+ F. (28) 
10,000,000 
2P 
F = ——; P= load upon connecting rod = W X k; W = load 
77 


OcToOBER, 1908. 


on piston rod; / = length of connecting rod = h X stroke; / varies 
from 2 to 24: 


When = 2 QTD DoBS DQBIS Dos 
k= 1.033 1.03 T.020)) 15022) tLo2n 
C 
} = allowable stress on rod, = —; 
N 


C = ultimate strength of material, 
= 60,000 to 70,000 pounds for merchant engines, 
= 80,000 to 95,000 pounds for naval engines; 
N = factor of safety, 
= 8 to ro for naval engines, 
= 12 for merchant engines; 
d = inside diameter of rod, and is usually from 
AV oF to 2V oF. 

The increase of the stress at the middle of the rod, due to 
the tendency of the rod to spring when being compressed, is 
generally about 75 percent (see column marked R, Fig. 28), 
so that theoretically the area at the very top of the column 
could be 57 percent of that at the middle and have no greater 
stress. The fork of the rod takes up about one-fourth of 
its length, so that the area at the smallest section should be 
about 80 percent of the area at the middle. In order that the 
area may be 80 percent, the diameter must be 90 percent. Due 
to the swinging of the rod across the line of the dead centers, 
and its being brought to rest on either side of the crank pin, 
there is bending introduced near the crank-pin box from the 
inertia of the rod. This additional bending is seldom figured, 
but the diameter here is increased as much as the diameter at 
the upper end is decreased, so that the rod has a uniform 
taper from end to end. The diameter at G, Fig. 29, should be 
0.9 H, and the diameter at J should be 1.1 H. 


The distance Z between the flat faces of the fork is made 
equal to G, or slightly greater. The heads of the cap bolts of the 
boxes of the fork must clear these faces by about 4 inch, and 
the diameter of the cross-head pin should be such that it clears 
the body of these bolts by about % or 3% inch. It may be 
necessary to change the diameter of the cross-head pin after 
finding the diameter of these bolts, in order that there may 
be not too much nor too little clearance here. 


The four bolts at the cross-head end, and the two at the 
crank-pin end, of the rod should be designed to carry the load 
P, and their diameters can be taken from Table IV. The nuts 
for the bolts are usually of the collar type, shown in Fig. 5 
and Table V. The boxes at the forked end are made with E 
greater than K (see Fig. 29); the amount of the overhang to 
be allowed in any case being determined by comparison with 
a similar rod in the table accompanying Fig. 29. F should be 
taken frofn the computation for the cross-head block, allow- 
ance being made for the facing strip and a slight clearance, 
1/32 inch or less. W = F + E — K, E being equal to the 
length of the cross-head pin. V should be taken from the 
details of the cross-head block. the bottom of the fork clear- 
ing the end of the piston rod nut by about the thickness of the 
nut. The thickness Q should be from % to % inch greater 
than X. : 

The thickness S of the caps'is determined by considering the 
cap as a beam of breadth K, supported at the ends by the 
cap bolts; so that the span is 7. As the load is distributed 
over a part of the beam, the bending moment is generally 
obtained from the formula 


WX P 

, where / = J, and W = —; thus M@ = 

6 2 

KESSa MX y IP $< IP 
54) = = RSE 

12 T AK SK SS 


J? SK 


2G6 


te 


OcrToBER, 1908. 


International Marine Engineering 


421 


D DETAILS. 


A | 
No. AlBicip|r)F|Gl/H|y/K/L\|M/Ni| oO] Pa R SAP OP WY A SS ME ZZ 
Crank. | 
1 4 8 XY (oi 8% la 44” 44” Wf? 33” 4k” 4h” 34” fl’ 1¢”| iL q” 3” 2} u” RY 24” \6g” 123 10 8 1 j 24133” 
2 5 60 | 9 |10# | 44 | 44 | 72 | 3E 143/16! 44 | 32 | 8 13 | 3 2 23 als 124.11 | 9 | 1#) 24)/3¢ 
| 
3 54 104 | 9§ | 5 | St | 7E | 4 | 48 | 48 | 44) 72] 12 |] F) F] 8E | 2h] 88 2 \7h |14 |11 | 8§) 2 | 23/43 
4 60 9 441 5 7s | 4 44) 5 4 63 eel lepeeye 3g | 24 24 Ni S74 |125 10 | 84! 2 | 2¢.4 
5 4.5 81 12% |15 72 | 8% |102 | 53 | 6 64 | 64 |103 |. 2% | 13 $ | 4 3t oy: i lie sotllaaallocul) Ses! €h toon 
6 4. 84 |15 /162 | 74 | 9 {13 62 | 7% | 8% | 74 12 2g | 14 oy Iloooal) 6r3 aus " N + S |114)204)123]153) 3 | 44 6 
| + 4 ; 
7 | 4.18 |138 |20% |18§ !10% | 9% |118 | 73 | 84 | 93 | 72 1183 | 23 | 14 | 2 | 53 | 4 8t 44 |143/263 202/133 33| 5 |8 
PIs middle of the length of the box, will cause bending, direct 
thew Cs (29) compression and shear upon a given section of the fork. It 
2xKxf is usual to consider only the bending, and to allow for the 
Where P = load upon connecting rod; direct compression and shear by using a low stress. The de- 
? 


T = distance between center lines of cap bolts; 
K = breadth of cap; 
} = allowable stress. 

The load upon the caps is intermittent in character, so that 
the factor of safety should be 8. The caps are usually made 
of bronze, cast steel or wrought steel. The thickness NV of the 
brasses can be taken from the table of Fig. 29. The thickness 
of the metal of the caps, where they inclose the bolts, is gen- 

x 
erally about ——. 

4 
is one thick cast iron liner, usually from I inch to 134 inches 
in thickness, held in by dowel pins and several thin tin liners 
varying from 1/16 to 1/64 inch. 

The fork of the connecting rod is figured as if the ends were 


1 


Between the upper and lower brasses there 


The force , considered as acting at the 


free to move. 


FIG. 31. 


sign can be simplified by proceeding as in Fig. 31. The inside 

of the fork is semi-circular in shape, the semi-circle at its 

lowest point being a distance / from the center line of the 

cross-head pins, and the radius of the semi-circle being equal 
W 

to 


. see Fig. 20. 
2 

To get the outline of the outside of the fork, draw a num- 
ber of lines a distance / apart, parallel to X X, which passes 
through the center of the length of the bearing. Certain 
sections of the fork lying about normal to its outside edge 
will have their neutral axes upon these lines. The breadth of 
the sections will be Z (see Fig. 29), and the length must be 
sufficient to cause the stress upon them to be within the 
desired limits. The bending moment upon the section 1,” dis- 

PX, 

tant from X X will be If h is the length of the section, 
then 2 


IP SU XK li SK SHEN 
ps ets 
DAKE SKIP AIP 
3K PKI, 
or, h? = ————— (30) 
lh, YR yj 


Since, for the other sections, everything else is the same ex- 
cept the distance 1, and since 

4l,, etc., 

4h,?, etc. 


1, = 2l,, 

a 
The distances Ji, he, hs, etc., can be laid off about normal to 
the semi-circle, so that their centers fall on the lines distant 
1”, Ie”, Is”, etc., from X X. Through the ends of these lines 
the edge of the other side of the fork can be drawn. The 
curves should be arcs of circles, for the sake of convenience. 
Sometimes the construction of the piece is simplified by substi- 
tuting a straight line for the curve. 
pass outside of all the points laid off, and for this reason will 
give a heavier fork than before. 


1, = 3), Vo 


then AO la = Wb De = 


In this case the line must 


422 


International Marine Engineering 


OctoBeEr, 1908. 


The crank-pin end of the rod cannot be completed until the 
size of the crank pin is determined, and this depends upon the 
size of the crank shaft. When the size of the crank shaft has 
been determined, and from that the size of the crank pin, the 
length C (see Fig. 29) of the box should be such that the 
bearing pressure per square inch does not exceed that given 
in Table VII. The load upon the crank pin is the resultant of 
the thrust through the rod, due to the steam pressure on the 
piston, the inertia and weight of the reciprocating parts, and 


the centrifugal force of the crank-pin end of the connecting ~ 


rod. The following formula gives the approximate mean load 
upon the crank pin: 


21,000 
L=1.6 X —— X/.H.P., (31) 
IPs Se 
where J. H. P. = the indicated horsepower of the cylinder over the 
pin; 


P.S.= the piston speed of the engine in feet per minute. 
The factor, 1.6, may vary from 1.4 to 1.8, depending upon the 
distribution of power among the cylinders, as there would be 
considerable bearing pressure upon the pin, due to the inertia 
of the reciprocating parts ard the centrifugal force of the end 
of the connecting rod, even if there were very little power 
being developed in the cylinder. The factor 1.6 is for average 
conditions, and should be increased 1f the cylinder develops 
less than its share of the power, and decreased if more is 
developed. 
The cap of the crank-pin end is designed to carry the total 
load P, so that the formula for the thickness R becomes 
ee 
J = iy 
\ 7 
where P = load upon connecting rod (by Formula 20); 
U = distance between center lines of bolts; 
L = breadth of cap; 
} = stress to give a factor of safety of 8. 


(32) 


The bolts, brasses, etc., are obtained in the same way as for 
the forked end of the rod. The two parts of the box are 
separated by liners, a cast iron liner whose thickness varies 
from 2% to 4% inches, and thinner brass and tin liners. The 
cap may be of wrought steel, cast steel or bronze. When 
made of cast steel or bronze the shape is generally that shown 
in Fig. 30. The bolts should clear the crank pin by an amount 
varying from 3% inch to % inch. 


(To be continued.) 


Fillets on Shafting. 

High-speed engines are among the regular products of the 
shop of W. D. Forbes & Co., Hoboken, N. J., these going 
largely into naval and other marine service for lighting: This 
means careful attention to bearings, as they run in warm 
places and space is limited. Mr. Forbes has made a departure 
from the usual method of putting in fillets, which is giving 
good results. In both the crankshaft and the shaft with 


VW 


QZ 


Vii 


FORBES KINKS, 


shoulders, those at the left are of the usual kind. This re- 
duces the length of the bearing somewhat, as only the straight 
portion can be used for this purpose. It is further objected 
that, if the bearing heats, it tends to ride up on the fillets, 
reduce the bearing on the crankpin, and so increase the 
heating. 

The plan used here is shown at the right. The fillet is cut 
in the crank face or in the collars of the shaft. This does 
away with the sharp corner as effectively as the other method, 
and has worked out well in their practice —American 
Machinist. 


The Petrol Launch Dion Bouton. 

This little vessel has been equipped by the De Dion Bouton 
Automobile Company, Ltd., with an 8-horsepower engine, 
having a single cylinder 334 inches in diameter by 334 inches 
stroke, and operating at 900 revolutions per minute. The 
boat has a length of 25 feet and a beam of 5 feet 6 inches. 
The engine is under the after end of the hood covering the 
forward end of the cockpit, and is thus located about amid- 
ships. The speed of the boat is 9 miles per hour. 


THE MOTOR LAUNCH DION BOUTON, FITTED WITH AN 8-HORSEPOWER ENGINE. , 


OctoBER, 1908. 


International Marine Engineering 


423 


EIGHT-HORSEPOWER ENGINE OF LAUNCH DION BOUTON. 


The Naval Strength of the Nations.* 


BY SIDNEY GRAVES KOON. 


As has been the case continuously for nearly 200 years, 
Great Britain occupies the premier naval position at the pres- 
ent time, with 193 ships of upward of 1,000 tons each, active 
and building, as compared with 117 for Germany, 110 for the 
United States, and 96 for France. The list following tabu- 
lates the situation at the moment for the leading eight powers, 
with the results of such combinations as the Anglo-Saxon, 
the Franco-Russian, the Dreibund (Germany, Italy and Aus- 
tria), and the sum of the two latter: 


| armored and protected. 


Ships | Ships 
Displace- Average |Average| over. | over 

Ships ment, Guns. Tons. | Knots. | 10,000 | 16,000 

Tons. Tons. | Tons. 
Great Britain,...| 193 1,897,860 7,540 9,833 | 20.15 103 20 
United States....} 110 837,208 3,955 7,611 | 18.97 41 12 
rance serene 96 788,573 3,235 8,048 | 19.09 37 6 
Germany.......: 117 780,720 3,844 6,673 | 19.1 33 i) 
Japan serene 48 422,70) 1,829 8,805 | 19.97 18 4 
Russiaeeee cer: 50 339,689 1,747 6,794 | 18.38 13 2 
taly syeeaee arr 43 321,872 1,681 7,485 | 20.16 | -13 il 

Nustriaseeeriey te 27 171,991 866 6,370 | 19.67 6 

All others........| 156 558,285 3,550 3,580 | 17.9 3 3 
Totals........-| 840 | 6,118,907 | 28,247 7,284 | 19.44 267 57 
Anglo-Saxon..... 303 2,735,088 | 11,495 9,027 | 19.79 144 32 
Franco-Russian..| 146 1,128,262 4,982 7,727 | 18.87 50 8 
Dreibund........ 187 1,274,583 6,391 6,816 | 19.44 52 10 
Continental...... 333 | 2,402,845 | 11,373 7,216 | 19.18 102 18 


Such figures as these do not tell the whole story. For 
instance, the fastest navy is that of Chile, with an average 
speed of 20.74 knots. Brazil comes next, with 20.18 knots, 
followed closely by Italy and Great Britain, while Argentina, 
with 18.88 knots, is ahead of Russia; otherwise the order may 
be picked from the table. In average size of ships no nation 
not in the table has an average as great as has Austria, the 
lowest listed. The only ships of over 10,000 tons belonging 
to any nation outside the eight tabulated are three battleships 
building for Brazil in England. and said in some quarters to 
be ultimately destined for Japan. 

An examination of the table shows that the Anglo-Saxon 
combination is superior to the five combined continental na- 
tions in displacement, guns, average size and speed, and much 
superior in the number of large ships. In total number of 


*The Iron A ge. 


ships only are we inferior. Of course, the large advantages 


' accruing from a common language and common ideals would 


be of enormous benefit should it ever be necessary to measure 
strengths. 

Taking up the eight leading nations in a little more detail, 
and omitting further all ships under 3,000 tons and all un- 
armored ships under 18 knots, we get two tables, one covering 
battleships only, while the second both 
In each case the divisions are some- 
what arbitrary, but they are thoroughly uniform, and totally 
fair. 


covers cruisers, 


BATTLESHIPS. 


| 
| 
| 
| 


First Crass. SECOND CLAss. Coast DEFENSE. 


Tons. 
Ships. 
Tons. 


Great Britain...} 56 
United States...| 31 


862,000)19.08) 14 


152,070|17.29| 2+| 
445,679|18.54 


22 313,956|/18.66) 8 84,362)15.98) 10 | 66,789) 15.33 
20 314,290)19.63) 14 152,581}17.61) 13 66,634) 14.98 
15 231,752)19.8 3 36,308}18.04) 3 18,126)14.91 
8 112,134/17.71) 4 37,753\16.47) 5 32,923) 14.7 
10 135,528/21.04| 5 PASIAN CEN oe || oscocdlooons 
3 43,500 20. 6 55,923/20.15) 5 


28,549)17.02 


} Lately condemned and about to be sold. 


CRUISERS. 


ARMORED. First Crass. SEcoND CLAss. 
a 5 io} a 5 , ; 
i> c oO a ze | is) a a 5) 
te & || Ola | ee |faeetal| hee EO 2 
n & n |n a 1 aw |B a n 


417,360 23.01) 2 


Great Britain...| 35 | 3 213,710 20.75 39 176,320 20.11 
United States...) 15 186,651/22.19) 3 20,620 22.58) 12 47,117|21.27 
Hrances peer |Lo 190,796 22.07 4 29,655)/22.14) 16 80,230)19.33 
Germany....... 8 CSU oo ll cccanallsooon 27 107,996) 21.84 
apaneeeeeerre 9 81,412/21.53) 1 6,500 23.7 8 33,931 21.49 
Russiaseeeeeee 6 | 62,644/20.67| 6 38,935/23.14). 6 32,100/19 46 
Italy. U | 61,250,21.61) 1 6,000 25. 3 17,203 19.44 
WEB 6 000000 1 nei) | Skeet a oe es | eye: 5 22,804) 20.68 


7,185, 22.01) 
| 


These two tables should be supplemented by another giving 
the totals, the total battleships and the total armored fleets, 
as follows: 


GRAND TorTat ToTar 
ToraAts. ARMORED. BATTLESHIPS. 
ao Eo} a 3 a 
i g S| 2 g 3 | 8 g 3 
al ° 3 we) iS) — ore] CS) ey 
nH & n | n & Hn | a & n 


1,032,730118.73 
491018118. 01 


D | | 
Great Britain.. .|169 | 1,840,120/20.06/107 | 1,450,090/19.95) 72 


United States...| 72 


Brancesertaerstts 78 765,788|19.12) 58 655,903)18.97) 40 465,107)17.7 
Germany 82 719,882/19.27| 55 611,886|18.81) 47 533,505) 18.47 
Ja paneyeprrrits 39 408,029|19.98) 30 367,598)19.77) 21 286,186)19.33 
IES oocon0e 35 316,489 18.68) 23 245,454/17.87| 17 182,810)16.91 
WAM. 000 000800|) Ad 282,398) 20.39) 22 259,095)20.37) 15 197,845) 20. 
AUSthlabererysrierele 20 157,961)19.71) 15 135,157|19.55) 14 127,972|19.4 


One further table will conclude our study of the question. 
This deals with the batteries of the various ships, arranged 


12-inch 8 to 12-inch | 3.9 to 8-inch 
Guns. Guns. | Guns. Smaller. 
Great Britain..:..... 312 (298) 172. = (184) |1,915 (1,047) 4,701 
Wnitedts tates tina |mnlieomnen (lize) 224 (162) 72. (374) 2,230 
Hranceseebasnc see 103 = (100) 108 (62) 859 (472) | 1,870 
Germany ae 326 8 §©=6. (299) 741 (371) 2,187 
a panes velerorere 66 (66) 126 (89) 428 (218) 1,080 
Russias tie tenes 50 (46) 83 (53) 379 (204) 1,035 
MENG ood 00 0c0000a6 44 (44) 97 (69) 310 = (161) 788 
AUStriatet per meyceeyer 17 (15) 63 (51) | 210 (108) 448 

| | 


International Marine Engineering 


OctoBer, 1908. 


according to the size of gun. The first column shows the 
number of guns of 12-inch caliber and upward carried on the 
ships listed, with the broadside fire in parenthesis. The 
second column shows the guns of 8-inch and upward, but 
under 12-inch; the third shows those between 3.9-inch (10 
cm.) and 8-inch, while the last shows the smaller guns and 
torpedo tubes. 

It will be noted that, with regard to number and aggregate 
displacement of fighting ships, the United States, France and 
Germany are running a very close race, standing in that 
order in armored ships, but with little room for choice. 
When we examine the batteries carried, however, the im- 
mense superiority of the United States in heavy guns, and 
particularly in 12-inch guns, becomes at once apparent. Ger- 
many has no guns over 11 inches. In those of 8 inches and 
upward the United States carries 396, to 326 for Germany 
(averaging smaller in size) and 211 for France. It will be 
remembered that in the war of 1812 a large part of the 
American success at sea was attributed, and rightly. to the 
American guns and the way they were handled. The 
United States has to-day a navy with heavier guns on the 
average than those carried by the ships of any other power, 
not even excepting England, and reports of target practice 
leave little doubt that their gunnery is without an equal on 
the face of the globe. 


BOILERS FOR THE U. S. S. YANKEE.* 


It may not seem to be a very unusual or remarkable accom- 
plishment to the boiler makers in a large, modern, up-to-date 
contract shop to build three double-ended boilers each 13 feet 
10 inches diameter and 20 feet long, with six furnaces and 
separate combustion chambers, but to carry out this work 


ty 
os 


ASSIS 
hel 


2 


Be RS ae 
12 Threads per luch 
panies Stay Bolts for Back of 

8 1 % Rivets Combustion Chamber only 

“g% 1544’ Holes 

\ 814!"Pitch 


IRR 


CEN 


successfully and rapidly in a navy yard, where the equipment 
of the boiler shop is suitable only for repair work and small 
jobs, is a feat worth noting. The boilers for the United States 
ship Yankee, photographs and drawings of which are shown 
herewith, were built at the Charlestown (Mass.) Navy Yard, 
under the supervision of Mr. J. R. Truckses, master boiler 
maker. In this yard the boiler shop is small, and as yet has 
not been equipped with modern machinery and cranes for 
handling large and heavy jobs of boiler construction. An 
endeavor is now being made, however, by the head of the 
Department of Steam Engineering, Commander George E. 
Bird, U. S. N., to secure an appropriation for the enlarge- 
ment of the boiler shop at this yard and the installation of 
electric cranes and more modern machinery. Certainly the 
work done at this yard with the available facilities speaks wel] 
for the ability and ingenuity of the master boiler maker, and 
should be a good argument to be used by the chief engineer in 
his request for an appropriation from Congress to modernize 
this plant. 

The boilers of the Yankee are the largest ever constructed 
in a government navy yard, and have been the source of 
considerable favorable comment from outside manufacturers 
who have been fortunate enough to witness their construction. 
The boilers are 13 feet 10 inches mean diameter by 20 feet 
134 inches long outside the heads. They are to be operated at 
a steam pressure of 170 pounds per square inch, and will 
weigh when completed 68 tons each. Each boiler has six 
corrugated furnaces with separate combustion chambers and 
504 3-inch tubes. The grates are each 6 feet 10 inches long by 
3 feet 414 inches wide, making a total grate area of 138 square 
feet. There is a total heating surface in each boiler of 3526.97 
square feet, divided as follows: Heating surface of tubes, 


2840.98 square feet; heating surface of furnaces, 242.25 square 
feet; heating surface of combustion chambers, 443.74 square 


Section|on C. 


D. 
li’’x 15’Manhole Plate 


seit aee O 
Oreo CMON OMOHONS ESS yn O C0 Oo) 
21,99 0° Oat D, Pe 
Lip ob Ae °° ol 
aa 
o 
7 


] Bhe'x Six by 
Ye Rivers 
134" 46" 


Forward 


OOOO) 


1 @ uth 
| QOO@O P.O Q_<Oll es oe 


== 
Sas 
as 


Section through H.I. 


\Sfearev rs saat 


anal 
co 
N00 a x 
Tn 
If Woche {nates not ta he Riveted to Shell = 
Y = 
- 20134" == P = ot 7 ve nqytt = = 
% HX IS  \eugix 3 'x \K'’Angles 2ig''x 2g x6 4 


4 'Rivets, 33¢' Pitch 


LONGITUDINAL AND SECTIONAL VIEWS OF YANKEE BOILER, WITH DETAILS OF TUBES, STAYS, RIVETED JOINTS, ETC. 


OctoseEr, 1908. 


SIDE VIEW OF THE BOILER, 


feet. The ratio of heating surface to grate area is therefore 
25.55. [he area over the bridge wall is 3.11 square feet, and 
its ratio to the grate area I to 7.42. 

The shell of the boiler is constructed of three courses of 
three plates each, the middle course being the outside course. 
The plate is open-hearth mild steel of 60,000 pounds tensile 
strength 114 inches thick. The longitudinal seams of the shell 
are triple riveted butt joints, the butt straps being of plate 1 
inch thick, fastened with 114-inch rivets in 1 5/16-inch holes, 
pitched 8 1/16 inches between centers. The inner rows are 
2 5/16 inches apart and the outer ones 3 5/16 inches. The 
percentage strength of plate at the joint is 83.72, and the per- 
centage strength of rivets 93.27. All rivets in the boiler are 
of mild steel of 58,000 pounds per square inch tensile strength 
and about 48,000 pounds per square inch shearing strength. 
The girth seams of the shell are triple riveted lap joints, fast- 
ened with I 5/16-inch rivets in 13¢-inch holes, spaced 4% 
inches between centers. The percentage strength of plate at 
these joints is 66.66, and of the rivets 68.6. 

The boiler heads are all flanged inwards and joined to the 
shell with double riveted lap seams fastened by 1%-inch rivets 
in I 5/16-inch holes, spaced 3% inches between centers. The 
percentage strength of the plate in the joint is’ 62.5, and the 
percentage strength of the rivets 70.15. Each head is in three 
sections, the tube plate, which is 34 inch thick, the furnace 
plate 1% inch thick and the upper portion, which is in the 
steam space of the boiler, also 14% inches thick. The upper 
plate is joined.to the tube plate with a triple riveted lap joint, 
fastened by 1%4-inch rivets in 1 5/16-inch holes, spaced 314 
inches between centers, the percentage strength of the plate 
being 62.5, and of the rivets 70.15. The tube plate is joined to the 
furnace plate by a single riveted lap joint fastened with 
I 3/16-inch rivets in 114-inch holes, spaced 234 inches between 
centers, the percentage strength of the plate being 52.3 and 
of the rivets 51.6. The furnace holes are all flanged outward, 
and, of course, the manhole openings are flanged inwards. 

The corrugated furnaces are each 7 feet 8 3/16 inches long 
and 43 inches outside diameter. The inside diameter is 30 
inches, and the thickness of the plate %4 inch. 


International Marine Engineering 


SHOWING DETAILS OF RIVETING. 


The combustion chombers are all 2 feet 614 inches wide, the 
tube plate being 34 inch thick and the wrapper and back: plates 
9/16 inch thick. The bottom of each chamber is stayed by 
three 3% by 3% by %%-inch angles riveted to the combustion 
chamber, but not to the shell plate. The tube plates just ove1 
the furnaces, but below the nests of tubes, are stayed by hori- 
zontal angle-bars 4 by 3% by 5 inches, and also by diagonal 
stays 2 inches in diameter, fastened to the tube plate by means 
of crowfeet. The sides and backs of the combustion chambers 
are stayed by ordinary stay-bolts, 14 inches in diameter at the 
threaded portion at the end which is reduced to 1% inches at 
the plain portion in the middle. These stay-bolts are spaced 


END VIEW OF THE BOILER, SHOWING METHOD OF DRILLING. 


420 


International Marine Engineering 


OcTOBER, 1908. 


6% by 8% inches on the sides and 7% by 7% inches on the 
back. All the bolts are nutted inside and out. The tops of the 
combustion chambers are supported by girders, four for each 
chamber. Each girder is composed of two plates 2 feet 6 11/16 
inches long, 734 inches deep and 34 inch thick. Each girder 


has three stay-bolts 114 inches in diameter, equally spaced in’ 


the direction of its length. The girders are in no way stayed 
to the shell of the boiler. 

The tubes are all seamless, cold-drawn steel, 3 inches out- 
side diameter, 7 feet 414 inches long. In each boiler there are 
324 plain tubes, No. 8 B. W. G., and 180 stay tubes, No. 6 
B. W. G. The tubes are spaced 4% inches horizontally 
and 4 inches vertically. 

In the steam space of the boilers there are fourteen through 
stay rods, each 2%4 inches in diameter, besides four diagonal 
stays 17 inches diameter on each head. The through stays 
are prevented from vibrating by means of slings from the 
shell in the middle of the boiler. The portion of the heads 
between the tube nests is stiffened by two 5 by 4 by 34-inch 
angle-bars riveted back to back. The lower part of the heads 
around the furnace ends is braced by six through stays 2% 
inches in diameter. 

There is a 12 by 16-inch manhole in the shell of the boiler, 
giving access to the steam space, and five II by 15-inch man- 
holes in each head in the furnace plate. These manholes are 
properly re-enforced and strengthened, as shown by the de- 
tailed drawings. 

Photographs, Figs. 1 and 2, give a good idea of the size of 
the boilers and the design of the riveted joints, while Fig. 2 
shows the method of drilling the furnace ends with a Haesler 
rotary drill. 


THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY F. WALKER, M. I. E. E. 
FANS USED IN VENTILATING. 

There are two distinct classes of fans that are employed 
in ventilation, known as the “propeller” and the “centrifugal” 
fan. Their names practically explain them. The propeller 
fan is really a screw, constructed on the lines of the screw 
propeller of a steamship, and it screws air just as the pro- 
peller of a steamship screws water. It will be remembered 
that with any screw moving in any medium one of three 
things must move: the screw itself may move on, as where the 
ordinary wood or metal screw is moved into a piece of wood 
or metal; the object to which the screw is attached may move 
forwards, as in the case of many mechanical appliances, and, 
in particular, in the case of the steamship, which moves 
through the water as the screw drives it; thirdly, if the screw 
and the object to which it is attached are both fixed, the 
medium in which the screw turns must move, and this is what 
takes place with the propeller fan. As the fan turns it screws 
a portion of the air from one side of it to the other, just as 

‘the propeller of a steamship screws astern a portion of the 
water in which it is moving. But with air propellers the air 
only moves. Fans of this kind are available only for moving 
quantities of air under very low pressure. They do not 
create any appréciable water gage and cannot work against a 
resistance. If the air in front of them or behind them is 
throttled they produce practically no motion in the air. They 
are of great service for directing air from the outside of a 
cabin to the inside, or from the inside of a cabin to the out- 
side. and for that purpose they should be fixed in the bulk- 
head of the cabin, or overhead in the beams of the cabin if 
preferred. Their office is simply to transfer the air, at a given 
rate, from the one side of the bulkhead or the beams to the 
other side. Fans of this type are often used to stir up the 
air inside of living rooms, saloons, etc., and they undoubtedly 
do stir up the air, but it can hardly be said that, when used 


FIG. 68.—STURTEVANT FAN DRIVEN BY ELECTRIC MOTOR. 


in that way, they preduce ventilation in the proper sense of 
the term. Churning up the air in a room may tend to assist 
ventilation to a small extent, but it can hardly be said to pro- 
duce ventilation itself. 

The centrifugal fan works on the same principle as the 
centrifugal pump. In its simplest form it consists of a num- 
ber of blades, arranged radially around a central space and 
fixed between two disks. As the blades are revolved the air. 
in the spaces between them is driven outwards by centrifugal 
force, a difference of pressure being created between the 
central space and the periphery of the fan. This causes air 
to enter the central space, and the air that has been forced 
outwards to be delivered from the periphery at a certain 
velocity. Numerous patents for the construction of centri- 
fugal fans are in existence. all designed to increase their 
efficiency. The simple fan described above is not efficient, 
because the air between adjacent blades is not simply forced 
outwards. A portion of it is forced outwards, but other 
portions form eddies between the blades, the eddies absorbing 
power from whatever is driving the fan, and reducing the 
quantity of air usefully delivered. 

The various forms of fans are principally on the lines of 
curvature of the blades, somewhat simi’ar to the curvature of 
the blades of centrifugal pumps, the object being to eliminate 
the eddies formed in the air between the blades, to direct the 
air into the spaces between the blades, and again to direct it 


FIG. 69.—STURTEVANT FAN. 


OcrtoseEr, 1908. 


out at the periphery of the fan, with sufficient energy to per- 
form the work it is intended for, but with no surplus energy. 
With centrifugal fans practically any pressure that may be 
required can be obtained. It is not necessary to mention to 
marine engineers that air pressure is measured by inches of 
water gage, but it may be mentioned that with modern centri- 
fugal fans pressures as high as to-inch water gage have been 
obtained, and greater pressures could be produced if re- 
quired. On the other hand, for ventilating purposes, the 
pressure should be kept as low as possible. As mentioned, at 
the Birmingham General Hospital the pressure at the fan is 
only 1/20-inch water gage, but in the great majority of cases 
pressures from I inch and upwards are employed. 

Fig. 68 shows one of the Sturtevant Company’s* plate fans, 
constructed for pressure or exhaust. Another type of the 
same make is shown in Fig. 69. In Fig. 70 is shown a fan 
built by the Sirocco Engineering Company, New York. 


FIG. 70.—SIROCCO FAN. 


SIZES OF FANS REQUIRED. 

The size of the fans required for driving air through spaces 
to be ventilated depends upon two quantities: the volume of 
air to be delivered per minute and the velocity or, what 
amounts to the same thing, the pressure at which it is de- 
livered. The problem is very similar to that of the chimney 
for the boiler furnace, and to that of the fans employed for 
furnishing forced or induced draft. It will be remembered 
that the sectional area of the chimney must be large enough 
to accommodate the quantity of hot gases that may have to 
pass through it when the boilers are doing their hardest work, 
and it must also be high enough to give the requisite motive 
column to drive the air and gases through the furnace, flues, 
etc. Similarly, with forced and induced draft the fans must 
be large enough to allow of the passage of the air or hot gases 
through them without throttling, and must be able to produce 
the necessary pressure to drive them. 

With ventilating the same thing occurs. The fans employed 
must be large enough to allow of the passage through them 
of the largest quantity of air that may be required, and they 
must be able to furnish the pressure necessary to drive that 
quantity of air through the ventilating system. 

With the propeller fan, the size of the fan, that which rules 
the quantity of air it can pass, is its diameter, and the pressure 
obtained from it depends upon its speed. The pressure ob- 
tainable with any propeller fan is very small, and in practice 
on board ship only very small fans are employed, driven 
usually by small electric motors, and capable of handling the 
ventilation of cabins, small mess rooms, or of assisting, or 
as electrical engineers would say, “boosting,” the ordinary 
ventilating current in saloons, etc. There is a point that may 


* Hyde Park, Mass. 


International Marine Engineering 


427 


be mentioned in connection with propeller fans, though it will 
hardly come into tne practice of heating and ventilating on 
board ship. As explained, the propeller blades carry the air 
from one side of the fan to the other as they move, just as 
the propeller of a steamship carries the water from one side 
of it to the other, but while this is true of the outer portions 
of the blades of the propeller, there is a return air current at 
the center of the propeller, which may be seen by testing with 
a ribbon, or something of that kind. This return current, 
which is in the nature of an eddy, very much on the lines of 
the eddies that seamen are familiar with in rivers and on the 
coast, necessarily lessens the efficiency of the fan, and re- 
quires more power to be employed in driving it. 

With centrifugal fans, the size, in the sense of the ability 
fo accommodate volumes of air, the size which corresponds to 
the sectional area of the chimney, is the width of the fan, the 
width between the disks which usually inclose the blades. The 
wider the fan the larger the quantity of air it will accommo- 
date without throttling. It will be understood that the air 
passages in a fan offer resistance to the passage of the air 
through them, just as the passages through which steam 
passes in doing work offer resistance to its passage, and that 
this resistance makes a charge upon the power that must be 
delivered to the fan shaft by the electric motor, or whatever 
is driving it. Thus a small fan may require a larger power 
than would be necessary to do the same amount of work in 
moving the air by a larger fan. 

The pressure delivered by the fan varies with the square of 
its speed. It is not possible to give any rule for the size of 
fan required for any given work nor the speed, because there 
are so many fans upon the market, every one of which differs 
in the pressure it furnishes per revolution and in the capacity 
for allowing the passage of air. 


THE POWER REQUIRED BY THE FAN. 


As marine engineers know, power is required to move the 
air under any given conditions, and it depends directly upon 
the quantity of air to be moved and on the velocity at which 
it is moved. Air has weight, and creates friction when moving 
through pipes, ducts, etc. Both of these features demand the 
expenditure of energy when the air has to be moved. The 
matter may be put in another way—the power required de- 
pends upon the velocity at which the air is moved and the 
pressure that is required to move it. In the case of a com- 
plete ventilating circuit, from the entrance of a duct leading 
to a room to be ventilated, to the exit from the duct leading 
back to the atmosphere, the power required will be measured 
by the velocity at which the air is moved, multiplied by the 


‘difference of pressure between the inlet of the fan and the 


exhaust of the system. The pressure would be measured, of 
course, outside of the fan or other apparatus employed to 
move the air. 

It will be noticed that the conditions are exactly the same 
as in.the case of an electric circuit. It will be remembered 
that the power required in an electric circuit is measured by 
the current passing.in the circuit, multiplied by the pressure 
required to drive the current through the circuit. 

In the case of air, the whole of the pressure employed in 
the air circuit must be .taken into the calculation for finding 
the power required. Thus, if the air is moving under a pres- 
sure of 2-inch water gage, and the duct has an area of 12 
square inches, the total pressure will be 24-inch water gage, 
or a total of 13 ounces; I-inch water gage it will be remem- 
bered, being equal to 0.55 ounce on the square inch. When 
the total pressure and velocity are known the horsepower in 
the air is given by the formula 

pb Xv 
H. Pp. = —— ; 
33,000 


428 


International Marine Engineering 


OctToBER, 1908. 


where p is the pressure in pounds per square inch and v is 
the velocity in feet per minute. This, however, is the horse- 
power in the air only, and takes no account of the efficiency 
of the fan or other losses; and in estimating the actual horse- 
power required, when the quantities given above are known, 
it will be wise to double the figures obtained from the last 
formula. 

It was mentioned above that the pressure created by a 
centrifugal fan varies as the square of the speed. The power 
absorbed by the fan varies as the cube of the speed. When 
the speed of a fan is increased two operations take place: 
the quantity of air delivered by the fan is increased, and the 
pressure at which the air is delivered is also increased, and 
hence the cube ratio for the power. When a fan is running, 
each blade, as it goes around, delivers a certain quantity of 
air to the duct, or whatever it may be delivering into, and 
the greater number of revolutions the fan makes the greater 
is the quantity of air delivered and in exactly the same pro- 
portion. The velocity of the air issuing from the fan neces- 
sarily varies as the square of the speed of the fan in accord- 
ance with the well-known laws. 


TESTING THE AIR CURRENT. ‘ 


In any system of ventilation, or of combined heating and 


s 
ventilating, it is necessary to test the course of the ventilating 


rIG. 71.—THE MICROMANOMETER. 


current and also the velocity. The course of the ventilating 
current can be traced with comparative ease by the use of 
light pieces cf ribbon held on the end of a stick in the air 
current. The paper windmills that are made for children 
to play with are also very useful for the purpose, as, if 
properly made, they are very sensitive. They must be placed, 
it will be remembered, with their axes facing the direction of 
the wind, and they will be found to show the direction and 
a rough approximation of the force of the wind very readily. 

To estimate the velocity of the air current an anemometer 
must be employed. It is an instrument which requires a con- 
siderable amount of skill in handling. It consists of a short 
brass cylinder, carrying what is virtually a small propeller fan 
pivoted on an axis in the center of the cylinder, and arranged 
to count up its revolutions on one of the usual dials. The 
apparatus must be placed so that the fan blades receive the 
air current in the same manner as an air current would be 
created by a propeller fan, and the test is made by counting 
the number of revolutions in a given time. 


MEASURING THE AIR PRESSURE. 


The simplest method of measuring the air pressure is by 
means of the apparatus with which marine engineers will be 
familiar—the water gage—consisting of a U-tube, having 
water in the bend and arranged for the two ends of the tube 
to be open to the portion of the air current between which 
the difference of pressure is to be measured. Measurements 
of the pressure between the atmosphere and any portion of a 
ventilating air current are made by allowing one end of the 
tube to be open to the atmosphere and connecting the other 
end to the air current whose pressure is to be measured. 
Water gages are often arranged with one end of the tube 
bent at right angles, the tube itself being held upon a flat 
board, very much in the same way as a thermometer is held, 
and the bent end of the tube being pushed through a hole in 
the board. A length of india-rubber tube can be employed to 
connect the ends of the tube with: the atmosphere to be 
measured. 

For measuring very small differences of pressure the micro- 
manometer shown in Fig. 71 may be employed. It is claimed 
that readings to 1/2000 millimeter may be obtained. 


ESTIMATING THE HEAT TO BE PROVIDED. 


In the preceding sections the writer has explained how the 
heat is delivered from the different appliances to the air of the 
room, how the air entering a room is heated and how the 
ventilating current is made use of to heat and cool a room, 
etc. In a later section he proposes to estimate the probable 
quantity of heating apparatus and the probable current re- 
quired to heat a large ocean liner throughout by electricity. 
Before doing so it will perhaps be as well to consider how the 
heat that is required has to be estimated. 

In the earlier articles it was pointed out that the heating 
apparatus in a great many cases was left to heat up the room, 
the saloon, etc., as best it could; and in other cases the air 
was heated as it entered the room, either by appliances in the 
room or by appliances placed in the path of the air current. 
But he has not dealt in detail with the quantity of heat that 
has to be provided. The conditions, of course, will vary with 
the different climates a ship may be passing through and with 
the different times of the year, but the same rules will apply 
in all cases. It is not sufficient to assume that the air of a 
room is heated up by the heating appliance and remains 
heated. This is what used to be assumed in the old days of 
open fireplaces and natural ventilation. 

The modern heating and ventilating engineer carefully esti- 
mates the quantity of heat that passes out of the space to be 
warmed in exactly the same manner as he estimates the quan- 
tity of heat that he can deliver to the space through the sur- 
faces of his heating appliances. Evidently there will be two 
distinct sources of loss of heat in any room to be warmed— 
the entrance of cold air from outside and the passage of heat, 
from the room to be heated, through tne walls, floors, ceilings, 
etc. The first source of loss, the entrance of cold air, is ex- 
ceedingly difficult to estimate for. It is usual to provide 
against it, as far as possible, by warming the corridors, alley- 
ways, vestibules, etc., and in the present case it will be left 
out of the calculation, it being assumed that the air of the 
alleyways, etc., is warmed to a temperature of to degrees 
above that of the outside atmosphere. The heat to be provided 
then consists of two quantities—that required to raise the 


‘temperature of the air and the objects in the room to the 


desired amount, and that required to replace the heat passing 
out through the walls, floors, etc. 


THE HEAT PASSING OUT THROUGH THE SHIP'S SIDE, BULKHEADS, 
ETC. 

Tt will be understood from what has been said with regard 

to the passage of heat from a higher temperature to a lower, 


OcrToBER, 1908. 


International Marine Engineering 429 


that the rule given as to the passage of heat from a heating 
appliance to the surrounding air applies equally to the pas- 
sage of heat from the air in a stateroom to the water outside 
the ship, or to the air on the other side of the bulkheads, the 
other sides of the deck, ete. That is to say, the passage of 
heat through the ship’s side, the bulkheads, etc., will be in 
direct proportion to the difference of temperature between the 
inside of the stateroom and the water or air on the outside of 
‘the ship or the bulkhead, in direct proportion to the surface 
exposed to the action and to the thermal conductivity of the 
substance of which the walls of the stateroom are composed. 
The heating appliance, whatever it is, must deliver heat to the 
stateroom at the same rate as it is carried off. 

Assuming the temperature of the stateroom to be main- 
‘tained at 70 devrees F., the temperature to be worked to out- 
side the walls of the stateroom is evidently the lowest that is 
likely to be met with during the ship’s voyage, and this will 
vary with the climates into which the ship goes and with the 
seasons. Whalers and sealers, and ships which go into the 
very cold regions in the neighborhood of the Arctic circle, will 
‘be subject to very low temperatures, while those which are 
engaged in the bulk of the ocean traffic, crossing the Atlantic 
-and the Pacific in various directions, will not have such wide 
variations. In the calculations which follow, a minimum 
temperature of 30 degrees F. is taken for the sea and 4o 
‘degrees F. for the air outside of the staterooms, with the 
proviso that for ships in which lower temperatures are met 
with, these lower temperatures must be substituted in the 
‘calculations. It is also assumed that the air in the alleyways, 
corridors, and generally between decks, will be warmed to a 
‘temperature 10 degrees above that of the outside atmosphere. 

In houses in Canada and America, that are subject to very 
ow temperatures in winter, it is usual to raise the temperature 
-of the halls, passages, etc., to very nearly that of the living 
rooms, as serious colds might be taken if this were not done. 
Also, in the case of institutions in the United Kingdom, such 
-as hospitals, hotels, technical colleges, etc., that are warmed 
and ventilated on the plenum system, the temperature of the 
corridors, passages, etc., is practically the same as that of the 
wards, coffee rooms, class rooms, ete. 

Take a stateroom having a cubical capacity of 1,100 cubic 
feet—this figure is taken to simplify calculations—the dimen- 
sions being 12 feet long (fore and aft) by 11¥%4 feet wide and 
‘3 feet high. The surface exposed to conduction from the air 
of the room to the water outside will be 96 square feet, and 
that exposed to the air, either of other staterooms or of corri- 
dors, etc., will be 8 & 35 = 280 square feet. The surfaces of 
the decks, above and below, will be 2 & 138 = 276 square feet. 

.We may consider that the 96 square feet of the ship’s side 
is subject to a difference of temperature of 4o degrees F. Iron 
has a conductivity, according to Box, of 233 British thermal 
“units per square foot per hour per 1 degree F. It will be seen, 
if the stateroom is not lined with wood on the ship’s side, 
how enormous will be the transference of heat from the air 
of the room through the ship’s side to the water. Under the 
conditions given above the quantity of heat passing out would 
‘be over half a million units per hour, requiring a very large 
heating apparatus to replace it. Incidentally, this shows the 
‘difficulty of warming parts of the ship where the naked side 
plates, etc., are exposed to the water on one side and the air 
‘of the ship on the other in very cold climates, and the ad- 
‘vantage of wooden ships, in this respect, in cold climates. 

A study of cold-storage methods enables the problem to be 
very effectively dealt with, and the passage of heat from the 
staterooms, saloons or any part of the ship to be effectively 
prevented. A lining of wood is in itself effective, because 
wood has a conductivity, according to Box, in the neighbor- 
‘hood of 0.8 unit per hour for a thickness of 1 inch, and if the 
wood lining is so arranged as to inclose a small air space 


between itself and the ship’s plates, and more particularly if 
the air space is divided up into small spaces, so that convection 
air currents shall not have much room to circulate, and if the 
wood lining is thoroughly dry, the leakage of heat from the 
staterooms or saloons, under these conditions, may easily be 
reduced to 0.5 unit per hour per degree F. difference of tem- 
perature for each square foot of surface of the room all over. 

Taking the dimensions given above, the total surfaces equal 
652 square feet, of which 96 square feet will be transmitting 
1,920 units per hour, and the remaining 556 square feet 8,340 
units per hour, making a total of 10,260 units per hour, which 
would lower the temperature of a room of the size given 9.3 
degrees F. per hour, unless it was replaced from a heating 
appliance. 

With electrical apparatus this means that 3,000 watts must 
be delivered to the heating appliances, and this would require 
three of the usual four-lamp luminous radiators, one non- 
luminous radiator of 3,000 watts, two of 1,500 watts each, or 
any other equivalent. With hot water or steam, taking the 
rate given above of 1.5 heat units liberated per square foot of 
heating surface per degree F. difference of temperature, and 
assuming the hot-water apparatus to have a temperature of 
170 degrees, 10,260 heat units would require approximately 
70 square feet of heating surface. With steam at 210 degrees 
the heating surface would be approximately 50 square feet. 

In the estimate for heating an ocean liner entirely by elec- 
tricity the calculations have been made on these lines, the 
surfaces through which heat passes out being estimated, and 
the quantity of heat calculated from the differences of tem- 


perature, etc. 
(To be Concluded.) 


A Fractured Rudder. 


The French steamship Breiz.Huel broke her rudder, which 
was repaired at Fayal by means of a strap, bolted across the 
fracture at the top and bottom. . This, however, was carried 
away, and the break was renewed about as shown in sketch. 
After drifting for ten days, the ship was taken in tow by the 
British steamer Sidra, and after six days of towing reached 
Bermuda late in. April. 

The stock of the rudder was of cast steel, and the break 
occurred just under the upper pintle. After being surveyed in 
Bermuda the vessel left.under her own steam for New York, 


Fracture 


FRACTURED RUDDER OF THE BREIZ HUEL. 


430 


International Marine Engineering 


OctoBER, 1998. 


towing the tug M. E. Luckenback as a rudder. Repairs were 
finally completed in the Erie Basin, South Brooklyn. 

The Breiz Huel is a steel screw steamer, of 2,932 tons net 
and 5,097 gross, built in 1903 by the Chantiers de la Loire, at 
Nantes. She is 390 feet long, 50 feet broad and 26 feet 3 
inches deep. She has seven watertight bulkheads, and is 
fitted for water ballast. Her triple expansion engine has 
cylinders 25, 4214 and 68% inches in diameter by 44 inches 
stroke. The indicated horsepower is 2,200. Steam is fur- 
nished by three single-ended Scotch boilers. 

The Sidra is a steel screw steamer of 2,033 tons net and 
3,145 gross, built in 1893 by Irvine & Company, West Hartle- 
pool. She is 322 feet long, 41 feet 7 inches broad and 21 feet 
2 inches deep. She has web frames and five watertight bulk- 
heads, and is fitted for water ballast. Her triple expansion 
engine has cylinders 23%, 39 and 64 inches in diameter by 
42 inches stroke. 

The Breiz Hucl had another mishap late in August, having 
gone ashore near Aden. After removing 500 tons of cargo, 
she was floated without having sustained serious damage. 


W. B. Smiru. 


THE WEIGHTS OF VESSELS. ~ 


BY ARTHUR R. LIDDELL. 


The Lusitania and Mauretania are in some quarters being 
decried as monstrosities of naval architecture, which have 
indeed broken the Atlantic record at enormous cost, but 
which no ship-owning company, bent.on earning profits, will 
ever attempt to rival. It is pointed out that the weights of 
vessel, machinery and fuel are such that the carrying of cargo 
becomes impossible, while the possible receipts from the pas- 
senger traffic are not sufficient in themselves to pay the ex- 
penses of working. 

It is perhaps worth considering in what way the weights of 
such vessels might be reduced, and how possible reductions 
might affect the general design. 

At the International Engineering Congress, held at Chicago 
in 1893, the late Direktor Middendorf, of the Germanischer 
Lloyd Classification Society, read a paper on The Strength of 
I’essels, which received less attention than it deserved. The 
paper contained detailed calculations of the reduction of the 
general scantling of a vessel’s hull which the fitting of a central 
lattice girder would render justifiable. The value of the 
method was testified to by the president of the Congress 
(Engineer-in-Chief Melville), but copies of the paper not being 
in the hands of the members until the meeting began, no one 
was in a position to discuss it. 

It may be premised that in his younger days Herr Midden- 
dorf had been well known as a capable shipbuilder, and had 
also himself built bridges and studied the theoretical principles 
underlying their design, so that his proposals, borrowed from 
bridge practice, must be taken with all seriousness. His con- 
tention was that a properly designed lattice girder at the 
center line of a vessel would take half the longitudinal strain 
usually borne by the sides of the structure. Detailed calcula- 
tions of the strains and the necessary dimensions of the dif- 
ferent members of the lattice girder were given by him for 
a twin-screw vessel of about 400 feet in length. The weight 
of the girder was 43 tons. On the strength of this Herr Mid- 
dendorf advocated a reduction in the side plating of from 15 
to 20 percent, which, as he showed, would still leave the 
longitudinal structure stronger than before. 

The inconveniences attaching to such a girder were stated to 
be the necessity of fitting side hatchways, and the circumstance 
that the diagonal bracing might in some cases interfere with 
passenger accommodation and with the stowage of cargo; but 
none of these can be considered to be fatal objections. 


If it be assumed that of the thickness usually given to the 
shell of a vessel, about half is required to meet longitudinal 
strains of the general structure, and half to meet local pres- 
sure of the water, blows of the sea, etc., which may act at the 
same time, it would appear that a possible reduction of one- 
quarter, or, roughly speaking, 70 to 80 tons, might be made im 
the sides in return for a weight of central girder of 43 tons. 
This latter weight is probably considerably overestimated, inas- 
much as the strains due to water pressure and blows of the 
sea ought to have been deducted from the total to which the 
longitudinal structure was assumed to be subject.* The gain 
would here be about 50 tons, or, roughly speaking, about 2 
percent of the whole weight of the hull on the shell plating 
alone. Probably other parts, such as keelsons and stringers, 
might be reduced as well. 

A further means of lightening the hull consists in the gen— 
eral adoption of the system of widely spaced pillars and 
girders, from bulkhead to bulkhead, at the heights of the 


FIG. 1. 


decks. This system saves weight in itself, but, when the 
spans of the beams are thus shortened, the latter may fairly 
be correspondingly reduced in section, and additional savings. 
of perhaps 2 percent on the weight of the hull may be effected. 

In regard to the framing of a vessel, it is by no means- 
certain that the greatest possible lightness has as yet been 
attained. A judicious use of longitudinal girders and web 
frames, to take the main strains, combined with frames of 
reduced section spaced closer together, to withstand the local! 
pressures on the shell, would no doubt result in a saving—it 
might be at the expense of space. 

Another direction from which a saving in weight may come 
is that of the riveting. The hull of a vessel is constructed, to 
a considerable extent, of longitudinal strips of steel riveted! 
together at their edges. The expanse of plating, shown in 
Fig. 1, represents three strakes of shell with butts shifted im 
the ordinary manner. 

When two strips of plating of the same dimensions, the 
one with and the other without a butt, are severally sub- 
mitted to tensile strain and tested to destruction, it will, as a 
rule, be found that the butt will open sufficiently to crack the 
paint and cause slight permanent set at less than half the 
strain which the plain plate will bear without rapid extensiom 
or “flowing” of its material. In fact, for practical purposes- 
the butt is rather less than half as strong as the plate. 

When several strakes are worked together, as in Fig. 1, the 
conditions become somewhat different. The rivets in the butt 
are very much more elastic than the plate material, and the 
result of this is that, when the three strakes have been sub- 
mitted to tensile strain until the plates begin to slide over one 
another at the butts, and the paint cracks, the full plate of 
each of the two strakes adjacent to the butted one begins to be 
more severely strained in way of the butt than elsewhere. The 
tendency will be for the butt to open in the middle, while at 
The calculation was based on the assumption ordinarily made, that- 
when a vessel is ‘fat rest”? upon the crest or in the trough of a high 
wave, the bending moment is nearly equal to the total stress which the 


material, as disposed, can withstand; 7. e., when the parts farthest froma 
the neutral axis are strained to their uttermost. 


Octoper, 1908. 


its top and bottom it will remain comparatively unstrained, 
but the adjacent strakes will be strained to a correspondingly 
increased extent. 

Assume the strain which the butt will just bear without 
opening to be represented by 1, when the strake is unsupported 
at the sides. In the case of the three strakes assumed above, 
the strain on the material of the full plate at each side would 
then be 0.5, were it not that the butt at top and bottom is pre- 
vented from yielding. As it is, the full plate has to do a 
considerable share of its work. An exaggerated picture of 
what occurs is given in Fig. 2.7 

The butt does perhaps five-sixths of its own work, 7. e., 
the strain taken by it is represented by 5/6 * 1.0 = 0.833. 
The remaining 0.167 of its work is borne by the full plates of 


International Marine Engineering 4 


WwW 
Lo) 


Referring again to Fig. 2; it will be evident from the ex- 
amination of the lines of flow there indicated, that the rela- 
tively severe strain of 1.0 borne by the side plates is only local, 
and might, for the most part, be taken up by a comparatively 
small doubling fitted to this plate in way of the butt. Mean- 
while, the butt connection might taper at top and bottom to 
about half its width at the center of the butt, or even less. 
If a butt-strap be adopted, it may perhaps be treble riveted 
(if necessary) at the middle of the butt, and allowed to taper, 
first to double, and finally to single riveting at the point on 
each side next the adjoining strake. 

If the suggested doublings were adopted the fibers of the 
plating would nowhere be strained to more than about half 
the permissible intensity, while the butt is strained to the full. 
Thus the plating could be made thinner—perhaps by 25 to 
30 percent—provided the butt connections were not reduced 
in strength. This, however, would mean that in the middle of 
each butt a larger number of rows of the smaller rivets, suit- 
able for the thinner plates, would have to be made use of. 
Unfortunately, it 1s not always an easy matter to increase the 
number of rows of rivets in a butt connection. To space the 
rivets nearer together decreases the strength of the plate to too 
great an extent. We are then confronted with the problem of 
how to obtain the necessary strength with fewer rows of 
rivets, and a possible solution of it is the following: 

If a butt be set slanting, say at an angle of 45 degrees with 
the direction of the strake, the spacing of the rivets, measured 
square across the horizontal plate, is decreased by about 30 
percent, while the number of rivets in a single row is in- 
creased by about 40 percent. It becomes possible, then, to get 


Diamond Plate 


Sheer Strake Sy oe gee 


the adjacent strakes, 0.083 by each. 
taken separately, the solid plate be assumed to be twice as 
strong as a butt, the fibers of these will be half as much 


If, in the adjacent plates 


strained as the butt. With the addition of the 0.083 belonging 
to the butt, the mean stress on each of them increases to 
0.583. The stress on one of the adjacent plates, however, is 
not the same throughout its width. At the side next the butt 
it may be 0.5 + 0.25 = 0.75, while at the side away from the 
latter it may be 0.5. 

Inasmuch as the side plates are also pierced at their edges 
by rivet holes, the strain on their fibers may there rise to T. 
Fig. 3 gives a graphic representation of the probable strains 
to be borne by butt and adjacent strakes. 

To take these strains, it is customary to apply to the butt 
itself a riveted connection which is of equal strength from one 
side of the plate to the other. In the middle of the plate the 
connection is just strong enough for its work, while at the 
sides the strains it has to bear are inconsiderable. Meanwhile 
the adjacent plates, which do no small share of the work that 
is credited to the butt connection, receive no further support. 


7 A strake of topside plating has been known to give way just below 
a butt of the sheerstrake, leaving the butt somewhat stretched, but still 
intact. 


Stringer 


about the same rivet area into two rows as can be put ‘nto 
three rows with the vertical butt. Fig. 4 shows an arrange- 
ment of this kind, in which the frame crosses the butt in the 
middle of the strake. 

Now it may at once be admitted that such a method of 
construction introduces complications—that it gives more 
scrap and more work in fitting plates and arranging rivets— 
and there would be the cardinal objection to it which is made 
to every novelty for its own sake; but the reward sought for, 
of a 20 to 30 percent reduction in the plating of a vessel, is one 
that is worth a good deal of brain work. 

The case of a strake of plating, such as a deck stringer not 
accompanied by a steel deck, in which the butts are held fast 
at one side of the plate and not at the other, differs materially 
from the one above considered. 

A graphic illustration of this case may be seen in Fig. 5. 
The point of greatest strain is not, here, the middle of the 
butt, but the unsupported end point of the latter, away from 
the sheerstrake. The butt connection has also to take up a 
larger part of the strain than that which it would have to meet 
in a totally unsupported strake of plating. 

The proportion of the last-mentioned strain which the butt 
of a strake of plating has to withstand increases with the 


432 


breadth of the strake. Further, the proportion of the same 
strain which the butt of a strake that is supported at one edge 
only has to take up is probably about the same as that in a 
strake supported at both edges, and having twice the breadth 
of the one supported at one edge only. 

It follows, then, that a stringer that is without support, or 
that is only weakly supported at one of its edges, must have 
stronger butt connections than one which is strongly held on 
both edges. This explains the circumstance that the stringer 
plate is apt to give trouble at the butts sooner than the sheer- 
strake, even when it has the stronger butt connections of the 
two. The sheerstrake is strongly held within the upper quar- 
ter or third of its breadth by the stringer plate and angle. 
In way of a butt of the former, the unsupported breadth of the 
plate is also less than in the other strakes of plating of the 
vessel. 

A suitable butt connection for a stringer plate supported at 
one edge only would be one having several rows of rivets at 
the unsupported side, and perhaps one row of rivets at the 
edge next the sheerstrake. The sheerstrake might suitably 
have: short, diamond-shaped doublings in way of the butts of 
the stringer, where it is subject to extra straining in the 
manner shown above in connection with Fig. 2. 

A longitudinal construction, such as was at one time adyo- 
cated on theoretical grounds, is attended with drawbacks, not 
the least of which is that the present convenient method of 
setting up each frame in place and hanging everything else 
upon it, so that shoring and scaffolding are minimized, would 
have to be given up. One advantage which it might be 
made to yield would be the succoring of the butts of the shell 
plating in the middle, so that their connections would with- 
stand greater strains without slipping, as above illustrated. 
It is true, the inner edges of the longitudinals would have to 
be strongly succored by angles or otherwise, but this would 
present no great difficulty. 

There is another kind of butt connection occurring in floor 
plates, web frames, etc., which have to take strains applied at 
right angles to their breadth. For these, the ideal butt con- 
nection is one with several rows of rivets at each edge of the 
butted plate, and perhaps a single row in the middle. The 
outline of the riveting then has somewhat the form of an +. 

Attention given to the work which the rivets really have to 
do will enable reductions to be made: in the weight of rivets 
and plate overlaps, and in the cost of riveting, but the chief 
gain is an indirect one, in that it becomes possible to lighten 
the plating required to provide a given strength. 

Much may also be done to reduce the strains on the longi- 
tudinal structure by a judicious distribution of the weights, so 
that upper or lower parts of the girder are not subjected to a 
constant strain, to meet which one-sixth or one-fifth of the 
thickness of the material must be “written off” before account 
is taken of the moment of resistance necessary to meet the 
effects of wave action, blows, and water pressure, usually pro- 
vided against. If a vessel could be so designed that the most 
favorable possible distribution of her weights were always 
preserved, there is no reason why a reduction in her structure 
should not be made on this account also. 

A somewhat heavy item on a fast passenger steamer is the 
luggage. Why shotild not some of the heavy luggage be sent 
by another and slower vessel? Why should not the space thus 
set at liberty be devoted to passenger accommodation? The 
electric light may have to be in constant use in the space thus 
utilized during the whole of the passage, but for four or five 
days the want of daylight may very well be borne. 

The employment of oil as fuel, and that of explosion motors 
as propelling machinery, have been much discussed of late, 
and ideals of this kind may some day be realized. For the 
present these possibilities are still too remote for serious con- 


International Marine Engineering 


OctToBER, 1998. 


sideration, but it is evident, in view of the various methods 
suggested in the foregoing for the reduction of weight, that 
further developments are possible either in the direction of 
an increase of speed or in that of economy and consequent re- 
duction in the size of vessel now considered necessary for 
first-rate Atlantic work. 

To sum up, savings may be expected under the following 
heads: 

1. Lattice girder. 

2. Longitudinal girders at decks, with lighter beams. 
Better methods of longitudinal and vertical framing. 
Improvement in riveted connections. 

Part of luggage sent by slower vessel. 
Lighter motive power and fuel. 

The savings under heads I to 5 may average 2 percent on 
the displacement, and thus come to 10 percent in all, while 
that under head 6 may ultimately itself reach Io percent or 
more. 

But savings in weight may be hoped for from two other 
sources. One of these is the employment, to a greater extent, 
of stronger kinds of steel, which, however, is an expensive ex- 
pedient; the other is the possibility of reducing the propor- 
tion of breadth to draft of the vessel. The. scantling num- 
bers of the classification societies provide sufficient strength 
for vessels that are broad in relation to their depth molded 
and draft of water. If the breadth be reduced and the num- 
bers for the longitudinal and transverse structural parts re- 
main the same (with the exception of that for the beams), 
the strength provided by these parts will be excessive; for, 
while the effects of wave action, as regards longitudinal 
bending moment, vary with the breadth, the moment of re- 
sistance of the structure of the vessel, looked upon as a 
girder, is the more advantageous the greater the proportion of 
breadth to molded depth. Now a reduction of breadth means 
a diminution. of receipts from the passenger traffic, which is 
hardly counterbalanced by an increase obtainable in cargo- 
carrying capacity, and perhaps in relative capacity of the holds; 
but it is probable that any losses thus sustained will be more 
than balanced by savings which become possible in connec- 
tion with the engines, boilers, and fuel. 


ON oS SS 


A Remarkab‘e Motor Boat Race. 

On August 3 there took place on Huntington bay, Long 
Island Sound, an international motor boat race for the 
Harmsworth trophy, won in Britain last year by the Divie I. 
The defenders this year consisted of the Dixie II., the Den 
and the U. S. A., while the two challenging boats, both 
English, were the /V/olseley-Siddeley and the Daimler II, The 
race, as it finally turned out, was between the Dixie IJ. and ~ 
the Wolseley-Siddeley. 

Of the five boats entered the Diamler IT. was disabled and 
did not finish. The times for the three rounds of the course 
of Io nautical miles (making a total of 30 nautical miles) and 
the speeds for the various sections of the course and for the 
entire run are given in the table. 


First SECOND THIRD 
| Rowunp. Rounp. Rowunp. ToraL. 
ice) x Go) eal Ss) - se} s3 
3 nN oY o> 
ais! cai) Sie! || fae! | Z| fale | 
asd | 
IDR Mos nenn00d 8 21.35 |27.8 22.16 |26.95 21.06 |28.4 |.1.04.57)27.-75 
Wolseley-Siddeley..| 22.12 |27.02} 21.55 l27 4 21.39 |27.7 | 1.05.46/27.35 
USS. A...) |) 25216 12375) 24.59 )24°02 24.56) 124.06) 1.15.11)2309 
Den an ent | 26.55 |22.28) 27.01 |22.2 | 26.51 |)22.382) 1.20.47/22.25 


A peculiar feature of the winning of the race was based on 
the fact that the exhaust pipes of the Dixie IJ. were so low as 


QctToBer, 1908. 


International Marine Engineering 


433 


to throw a large part of the exhaust gases into the faces of 
the captain and engineer who handled the boat. Both were 
seriously overcome by this gas, the engineer having fainted 
some distance from the finish, and the captain soon after he 
succeeded in stopping the boat, and just after the committee 
boat came alongside. 

That the Dixie IJ. was not pushed to her limit is shown by 
tne fact that her revolutions were far below that of which she 
is capable, and by the further fact that in four trials over a 
measured course of 1.1 nautical miles on the Hudson she has 
averaged a mile in 1 minute 54.34 seconds, which gives her 
a speed of 31.347 knots, or 36.049 statute miles per hour. 
The best record of the Wolseley-Siddeley is said to be 30.4 
knots, or 34.96 statute miles per hour. 


ENGINE OF THE DIXIE II., VIEW LOOKING FORWARD. 


(Photograph, Levick, New York.) 


The Wolseley-Siddeley has a length of 39 feet 4 inches, a 
beam of 6 feet and a maximum draft under the propellers of 
2 feet 8 inches. The hull is built of timber throughout, with 
three skins laid vertically, diagonally and horizontally, re- 
spectively. The waterlines are straight for a distance of 
about 12 feet abaft the stem, with considerable flare above to 
lift the boat in a seaway. The stern has a nearly flat bottom, 
below which are the two propellers. The displacement of the 
boat in racing trim is just under 8,000 pounds, of which the 
machinery accounts for 4,200 pounds. Each of the two en- 
gines on the test bench weighed 1,670 pounds. [Each has 
eight cylinders, mounted in pairs. They have developed a 
total of 460 horsepower at 1,100 revolutions per minute. 

The Dixie II. has a length of 39 feet 6 inches and a beam 
of 5 feet 3 inches. The total displacement in racing trim is 
4,700 pounds. She was designed by Clinton H. Crane and 
built by Frank Woods, City Island, N. Y. Her hull is cov- 
ered with a single skin of mahogany sheathing. There is a 
200-horsepower engine, designed for a maximum of 9gco 


revolutions per minute, and operated during the race at about 
750 revolutions. ‘The engine consists of eight cylinders, 
mounted in pairs at 99 degrees, as shown in our illustration. 
The object of this design was to utilize to the best advantage 
the space in the boat, and to reduce to a minimum the weight: 
of the crank case, which is said to be not much more than 
one-half that required for the eight cylinders in a vertical 
line. The cylinders measure 7% by 7% inches, and have 
developed a total of 230 horsepower, the weight of the 
engine being 2,150 pounds. The propeller is three-bladed, 
with a diameter of 26% inches, and a pitch of 49 inches. That 
a boat with only half the power of her rival was able to 
triumph speaks yolumes for the beauty of her lines and the 
perfect adjustment of the engine and propeller. 


The Navy Coliier Vestal. 


Last May there was launched from the New York navy 
yard the first of two fleet colliers building for the United 
States navy. The Vestal has a length over all of 465 feet 
9 inches; ‘a length between perpendiculars of 450 feet; a beam 
of 60-feet 1 inch; a depth of 34 feet, and’a full-load draft of 
26 feet. At this draft she displaces 12,585 tons, and carries 
6,410 tons of cargo coal, besides her bunker capacity of about 
1,600 tons. 

The ship is to be propelled by twin screws, each operated 
by a triple expansion engine. With 7,500 horsepower a speed 
of 16 knots is expected. A battery of four 3-inch rapid-fire 
euns is provided for protection against torpedo craft. There 
The crew will consist of thirteen officers 
estimated at $1,400,000: 


are four pole masts. 
and 163 men. ‘The total cost is 
(£288,0c0). 


a a mc a no “ae S| 


etal 


THE UNITED STATES COLLIER VESTA, LAUNCHED AT BROOKLYN. 
(Photograph, R. E. Muller.) 


434 


International Marine Engineering 


OctToBER, 1908. 


FRONT SIDE OF ONE OF THE AUSTRIAN PATROL BOAT ENGINES. 


NEW AUSTRIAN PATROL BOAT ENGINES. 

For the propulsion of two patrol boats to be used on the 
Danube, the Austrian government recently contracted with 
the Standard Motor Construction Company, Jersey City, for 
four reversible gas engines, each to develop 3co brake horse- 
power under constant work at a maximum of 400 revolutions 
per minute, and to permit a variation of speed down to 90 
revolutions. The requirements called for a total weight of 
not more than 21,500 pounds, including all parts of the engine, 
and including also 706 pounds of water in the cooling pipes 
and jackets. The consumption of gasoline (petrol) of 0.72 
specific gravity (65! Beaumeé scale) was required to be at 
full load from 0.3 to 0.32 kilogram (0.66 to 0.71 pound) per 
horsepower hour; and at half load, 0.38 to 0.40 kilogram 
(0.84 to 0.88 pourd). 


To meet these requirements engines have been designed 
of the six-cylinder, double-acting, reversible type, with shafts 
turning from upwards to inwards. The cylinders measure 10 
inches in diameter, with a stroke of 101% inches. The crank 
shaft, with its six cranks, is one solid piece, with a two-inch 
hole for water circulation, and is set in seven adjustable 
bearings. The thrust bearing is a roller bearing. The cylin- 
ders, piston rods and valves are water cooled. Lubrication 
is automatic and forced by means of pumps. Carbureters and 
igniters are of the Standard type, current being supplied from 
storage batteries. 

For starting purposes two air tanks, 18 inches in diameter 
and 96 inches long, serve to accumulate the necessary air and 
to operate whistles. A sufficient supply of compressed air is 
held in the tanks to start the engine fifteen or twenty times 


REAR VIEW OF ONE OF THE AUSTRIAN PATROL BOAT ENGINES. 


OCTOBER, 1908. International Marine Engineering 435 


Senmat Cicangement 
t 


WOs10#, Six Cylinder doubt acing Bnaw. 
eet, ‘oo 
uae Hee 


Dest B08 os 
Sand Ten Benton Se i 
Dey Tuy 


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GENERAL ARRANGEMENT OF ONE ENGINE, WITH TRANSVERSE AND LONGITUDINAL SECTIONS. 


which was reversing from full speed ahead to full speed 
4 astern. This was done in between three and four seconds 
from the giving of the order, where the contract called for 
from fifteen to twenty seconds. In each case the engines 


\h 
I 


VARIABLE LOAD TEST. 


——-——— Weight on Gasoline per H.P. 
Scales, Lbs. R. P.M. Brake H.P. per hour, kg. 

1,155 400 ~ 441 0.33 

fm 985 350 328 0.32 

Ts. : 800 300 227 0.36 

300 we a 572 250 136 0.37 

XY 355 200 68 0.42 

238 146 37 0.6 
150 88 17 0.€6 


AIR REV.CYL. 
emacs 
p=~ 
Ww 


REDUCING / 
ff | 
VALVE ~, 5) \ 


FIRE HOSE CONN. 
UR 


4 
5 ft. 0 > 


| 

7 | SPRING PRESSURE 
le 6 ft. 1 
5 i 


RELIEF VALVE 


SECTION AFT OF ENGINES, LOOKING FORWARD. 


without working the auxiliary air pump. The lowest and 
highest pressures allowed in the air tanks are, respectively, 7 
cand 17 atmospheres, corresponding with 103 and 250 pounds 
per square inch. Auxiliary engines are supplied with a ei 
direct-coupled dynamo capable of giving 4% kilowatts at 65 - 
volts. There is also attached to this engine an air com- 
‘pressor capable of giving pressures up to 250 pounds per 
square inch. This engine also drives a combination bilge and 
fire pump. The dynamo serves for charging the batteries for : 
the igniter apparatus, and to light the boat. ‘SEA CONNECTION 

Each engine was subjected to a number of tests, among WERT CONINIEGITONGETORNGUCULONMANDIEDISCHIARGES 


11, PIPE 


SEA CONN, AND STRAINER 


TO AUXILIARY. 
ENGINE 


_TO FIRE PUMP 


International Marine Engineering 


OctToBER, 1908. 


1107-M.E.P. 


350 R.P.M. 


360 H.P. 


REVOLUTIONS PER MINUTE 


A SAMPLE INDICATOR CARD. 


KILOGRAMS PER HORSEPOWER PER HOUR 


20 40 100 160 200 240 300 340 
BRAKE HORSEPOWER OUTPUT 


THE FUEL CONSUMPTION AT VARYING LOADS ON BRAKE. 


were tested for twelve hours at full load, and were then 
given tests at variable loads from considerably above the 
normal to a very low figure, and the tests were successful in 
every instance. The table for the first engine is representa- 
tive of them all, and is here reproduced. During the twelve- 
hour run the load on the brake consisted of 873 pounds at a 
radius of 60 inches. During the other tests the load was 
varied considerably, as shown in the table. 


TWELVE-HOUR TEST. 
Gasoline per H.P. 


Time Taken. R. P.M. Brake H.P. per hour, kg. 
7.15 A. M. 3604 303 0.33 
8.15 372 310 0.32 
Q.15 370 308 0.316 

10.15 374 311 0.3 
TI.15 366 305 0.29 
WAKE 12 IN 372 310 0.29 
1.15 368 305 0.3 
2.15 368 306 0.29 
2.15 309 305 6.29 
A.15 268 309 0.29 
ELS 374 311 0.29 
O15 RSS 305 0.289 
TACO) 122, IN 05 305 0.288 
Mean 308.9 307 0.235 


= 300L8, 
Il SAFETY VALVE 


© AIR 
PRESSURE GAGE 


COOLING WATER FROM 
AUXILIARY ENGINE CYLS, 


SWITCHBOARD 


AUX'Y ENG.COMP.AIR PIPE 34! 
‘AUX"Y ENG.EXHAUST PIPES 114! 


| 
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“AFTER FLOOR LEVEL’ [> 
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SUPPLY TO ENGINE 


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AFTER ENGINE ROOM BULKHEAD, LOOKING AFT. 


400 440 460 


VENT PIPE TO STACK 


= = ARRANGEMENT OF FUNNEL ay 
\|| is i FOR FILLING GASOLINE TANKS,\10 755 


|REMOVED WHEN TANKS ARE FULL,| 


PNEUMATIC | | 
GASOLINE 
TANK GAGE 


a 


GLASS :GACE—— 


a 


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RUBBER ~ 
BULB 


ELOWER 


\ 


Y Jo 


FOR’D FLOOR LEVEL — 
nee "ws y- ‘ CHRCy 
Sy | (NS A =<waTer 


SL Tooele Y 


FORWARD ENGINE ROOM BULKHEAD, LOOKING FORWARD. 


Notes on the World’s Torpedo Craft. 


The successful trials of the Laird-built destroyer Cossack, 
which was the first of the big British 800-ton 33-knot class to 
attain her designed speed, went very far to assure everyone 
of the probable success of the bigger 36-knot destroyer Swift, 
which was launched in November. The Cossack attained 33.1. 
knots for six hours with some ease, her oil consumption work- 
ing out slightly below the Admiralty limit. The revolutions 
on the full speed trial were about 760, the steam pressure on 
the boilers being about 230 pounds per square inch. All the 
vessels of this class are criticised for their weak armament— 
three I2-pounder rapid-fire guns and two 18-inch torpedo tubes. 
The Mohawk,* a sister ship, made 34.3 knots on her official 
trial, Nov. 5. 

The French marine is about to follow the example of the 
British Admiralty in adopting oil fuel for the new destroyers 
of the 1907 programme. ‘Three vessels have recently been or- 
dered from Normand, the Chantiers de St. Nazaire-Penhoet 
and the Forges et Chantiers, at Havre, respectively. They will 
be about 208 feet long by 21 feet beam, and will displace 440 


tons. The speed will be 28 knots, and the vessels will be fitted 
with Parsons turbines. They will be known as the Fantassin 
class. 


The speed attained by G 137 of the German navy on her 
recent trials placed her for the time being at the head of the 
list of fast torpedo craft. In spite of being slightly slower than 
the larger British vessels her performance of 33.1 knots when 


* See page 458, November, 1907, for description. 


OctToser, 1908. 


International Marine Engineering 


displacing 580 tons is certainly very creditable, more especially 
as the other vessels built at the same time failed to attain the 
guaranteed speed of 30 knots. The German Admiralty lays 
great stress on strong hulls for all small vessels, and sea- 
worthiness is often attained at the expense of a slightly lower 
trial trip speed. Twelve destroyers of about 540 tons are now 
in hand at the Vulkan Works, and should soon be ready for 
their trials. 

Both Spain and Portugal have recently been asking for 
tenders for torpedo craft. The former government proposes to 
add to its fleet three destroyers of 350 tons, and twenty-five 
torpedo boats of 180 tons, the speeds being 30 knots and 26 
knots, respectively. The Portuguese inquiry, which was limited 
to two 350-ton destroyers and six 150-ton torpedo boats, all of 
27 knots speed, was probably more widely tendered for than 
any similar contract of recent years, and the designs submitted 
varied enormously in almost all details. Turbine machinery 
is favored by both navies. 

Neither Italy nor Russia seems to be adding to the torpedo 
flotillas at present. The former country has recently completed 
a satisfactory 370-ton class of 6,000 horsepower, carrying four 
I2-pounder guns and three torpedo tubes, but in spite of in- 
numerable tenders for all sorts and conditions of boats and 
destroyers the Russian government has as yet refrained from 
placing any orders abroad or at home. 

The United States adheres to a wise policy in building large 
and comparatively slow destroyers. They are never likely to be 
required except in home waters, and the crossing of the 
Atlantic would be a difficult feat for most of the European 
boats. The original orders for torpedo craft in the United 
States some years ago gave builders a considerable amount of 
trouble, but no difficulty should be experienced with the five 
new 28-knot boats, which are being built by Cramp & Sons 
(2), the Bath Iron Works (2), and the New York Shipbuiid- 
ing Company (1). Ten more are authorized. 

Japan builds all of her own mosquito fleet nowadays, but is 
not at present attempting anything uncommon, though rumor 
credits her with laying down a 35-knot boat of 1,100 tons. 

Chilean and Argentine orders for destroyers seem to have 
ceased, but a 26-knot boat has just been completed for Brazil 
by Messrs. Yarrow. This vessel is similar in hull design to 
innumerable torpedo boats turned out by this firm, but is re- 
markable for the adoption of a small reciprocating engine in 
conjunction with Parsons turbines. This system had been 
practically abandoned by Messrs. Parsons for fast boats, though 
Rateau is using it in his French destroyer of 7,200 horsepower, 
now building. Brazil recently ordered several large destroyers 
from Yarrow, and these are now under construction at the 
new Clyde works. They will have reciprocating engines. One 
has already been launched. 

No less than four destroyers, built on speculation, were lately 
lying in English yards awaiting purchasers. Two 251!4-knot 
570-ton boats were built at Laird’s, where they have lain for 
two years since their trials; they are practically identical with 
the “river” class destroyers built for the royal navy by that 
firm. The other two destroyers have been built by Palmer at 
Jarrow, and have been running trials at intervals during the 
last twelve months. They displace 400 tons and have attained 
speeds of 31 to 32 knots. The two Laird boats are fitted with 
piston engines and the Palmer boats with turbines. Both 
vessels can carry one 12-pounder and five 6-pounder guns, as 
well as two torpedo tubes. Two have been bought by the 
Admiralty, to replace boats lost in maneuvers. 

The most interesting feature in the past summer, as far as 
destroyer work is concerned, was the trials of the Swift. 
This 1,800-ton vessel succeeded in exceeding her speed for the 
guaranteed period of eight hours, being credited with 38.3 
knots. 

The real problem of the future seems to be one of cost— 
speed can be attained at a price. 


Engine Cranks Built Up Without Turning. 


The writer some years ago had a number of small cranks 
to make for and as 
these were running at a slow speed, a soinewhat novel idea 
was tried with considerable success. Seeing that'no turning 
whatever was done, a remarkably true and satisfactory job 
was turned out. 

The procedure was as follows: 


long-stroke steam launch engines, 


Flat steel, 3 by 144 inches 
in section, was planed all over, and cut to correct length for 
the cheeks. 
these were made to register in the drilling jig, which is a 


Care was taken to keep two edges square, as 


strong gray-iron box open at both ends, machined on the bot- 
tom and two inside faces, Ihe 3S 
bored to receive a set of drilling and reaming bushes, and is 


A and B, at right angles. 


provided with two. sets of holding screws at top and side, as 
shown. 

The crank cheeks were inserted one at a time (this was 
found to make a truer job), with their ‘“‘trwe”’ edges bedding 
against the side and bottom, drilled and reamed to 2 inches, 
less 0.005 diameter, through both holes for shaft and pin. On 


Roughing Bush 


removing them a letter was stamped on the edge bedding on 
the jig register marked B, to insure this face again being 
used to register when shrinking together. 

Bright, 2-inch stock was next selected, which was found 
to be within 0.0015 inch of round and true. One piece was 
cut off to length of crankpin; and one piece to total length of 
shaft over all. 

After removing all burrs, the crank cheeks were mounted on 
the shrinking plate, a gray-iron plate 2 inches thick, with a 
number of slot holes cast through to receive holding-down 
bolts. Both cheeks were placed the correct distance apart, and 
lightly clipped down; the whole was brought over an open 
fire on the brazing hearth, and the blow-pipe turned into the 
cheeks and plate until a dull-cherry heat was obtained. The 
crankpin was then slipped through flush, and as quickly as 
possible the crankshaft inserted right through both: cheeks to 
the correct distance,,and the holding clips released. The shaft 
end of cheeks was sprayed to induce this end to grip first, 
when the crank resembled the lower figure. 

Holes were next drilled to receive the keys at 4 and 4, 
also at B and B. The shaft keys were put in at right angles, 
as shown, to facilitate drilling, but if preferred, could have 
been put in with the ratchet. These keys were also shrunk 
in place, the crankshaft again being heated for this purpose, 
and keys lightly driven home. The next operation was to 
remove the centerpiece between the cheeks. This was done 
under the cold saw, and the whole polished up and tested for 
truth. 

The objection to this type of crank is, of course, the ab- 
sence of any radius or fillets at the corners; but this was met, 


438 


in the case in point, by allowing a very high factor of safety, 
with the happy result that no defect whatever showed after 
being put to work. 

These cranks, when tested, showed that unturned cranks 
can be produced; the shaft in this case did not vary more 
than 0.002 inch out of line—quite as good as a great many 
turned cranks would be found.—American Machinist. 


International Marine Engineering 


OctoseER, 1908. 


Displacement, fully loaded ......... a00d000 00000 010M) HOLS 
GROSS MAGUS WONT og accococckbs05000000  Satehsrer LG LOS 
Mean? sea speeds iass Sts Ain sen intone tae GER Paar eee 17 knots 
irialispeedh @Aghours) peer reer 17.66 knots 


The hull is of mild steel, giving the highest quotation to 
the Bureau Veritas; materials have been calculated to give 
the hull the best strength. 


From stem to stern the ship is 


THE STEAMSHIP CHICAGO, OF THE 


THE ATLANTIC LINER CHICAGO. 
BYewi-n Gb’ DIER. 
On the 5th of November, 1907, this new twin-screw trans- 
atlantic liner was launched from the yards of the Chantiers 


de l’Atlantique at St. Nazaire-Penhouet. She is now in 
service between New York and Havre. The ship has the fol- 
lowing particulars: Meters. Feet. 
enc thwoyereall anata aan ee eS OG) 523.7 
Length between perpendiculars 152.92 501.8 
Breadth, extreme Goalies 17.6 57:8 
Depa (Ci Soar Gas) scococcoccscccdcscae KB 42.6 
Aouacn Chains, inGllhy loagals do cccogovcccecec 7.8 25.6 


FLEET OF THE COMPAGNIE GENERALE TRANSATLANTIQUE. 


divided into thirteen watertight compartments by twelve 
watertight bulkheads; these are pierced only by indispensable 
doors, which number eight. These doors are of the usual 
patent hydraulic closing type and may be closed from the navi- 
gating bridge, if necessary; this gives good security. 

There is a complete cellular double bottom from end to end 
of the ship; this has a total capacity of 1,700 tons of water, 
which allows good seaworthiness on ballast trim. The double 
bottom and the different watertight compartments are con- 
nected with pumps and pipes, these former being able to dis- 
charge 1,385 tons of water an hour, which will be sufficient to 
maintain the ship afloat under ordinary collision conditions. 


THE STEAMSHIP CHICAGO, OF THE COMPAGNIE GENERALE TRANSATLANTIQUE, ALONGSIDE THE PENHOUET WHARF. 


OctToBER, 1908. 


International Marine Engineering 


439 


THE TRANSATLANTIC LINER CHICAGO, AND 


There are nine decks, viz., the third, second and first tween 
decks; the fourth, third, second and main decks, the spar deck, 
the promenade deck and the awning deck. The last two are 
not the full length. On the awning deck are the officers’ ac- 
commodations in a large deckhouse. On the promenade deck 
are the drawing room, the smoking room, the ladies’ room 
and the entrance to the first class accommodations. 

On the spar deck is a large deckhouse, 220 feet in length, in 
which are, from stem to stern, the first class dining-room, 
numerous first class cabins, bath rooms, children’s room, ete. 
Aft of the large house are two small houses, one for the third 
class social and smoking room, the other for the steering ap- 
paratus, the entrance to the third class and to the steerage 
passengers’ accommodations. In the forecastle are accommo- 
dations for the petty officers and stewards. 

On the main deck are from stern to stem: stewards’ and 
stewardesses’ rooms, third class passengers’ accommodation, 
steerage passengers’ rooms; in the center, first class passen- 
gers’ accommodations; in the way of the engines, the engi- 
neers’ rooms; in the way of the funnels, kitchens, etc., forward 
are steerage passengers’ rooms and crew quarters. There are 
no passengers of the second class on board this liner. 

The first class social hall and others are decorated in the 
Louis XV. style, as well as the dining room, smoking room 
and ladies’ room. The dining rocm contains 118 seats, the 
passengers being accommodated, as usual, by small tables for 
from two to ten passengers each. The third class passengers’ 
dining room is at same time a social hall and smoking room, 
and contains seventy-four seats. There are no “cabines de 
luxe,” but there are ninety-eight cabins of first class, 184 of 
third class, and beds for 1,055 steerage passengers. 

As shown in the accompanying photographs, the lines of this 
liner are very fine, and as the engines answer to the design, the 
contracted speed was easily attained on trial trips. All apart- 
ments are heated by hot water; the heat may be maintained 
at a temperature of about 18° C. (65° F.). The ventilation is 
effected by electricity, and in the first class cabins, each pas- 
senger can regulate the ventilation of his own cabin. Nu- 
merous bath rooms, fitted with cold and warm water, are at 
the disposal of the passengers; the wash stands are also sup- 
plied with warm and cold water throughout the ship. 

The two main engines are of the usual triple expansion type, 
three cylinders having, respectively, the following diameters : 


THE 150-TON CRANE, UNDER CONSTRUCTION. 


27, 44 and 74 inches, with a stroke of 5434 inches. At ninety- 
five revolutions per minute, the indicated horsepower is about 
9,500. 
aries by nine cylindrical boilers of the marine type, working at 
a pressure of 193 pounds per square inch. These boilers have 
a total surface of grate of 575 square feet; the heating sur- 
face is of 20,630 square feet. The boilers have twenty-three 
furnaces and are served by two large funnels. 

The use of electricity is considerable. There are two 140- 
kilowatt (110 watts and 1,270 amperes) dynamos operated by 
steam turbines. The winches, capstans and boat winches are 


The steam is supplied to the main engines and auxili- 


ONE OF THE ELECTRIC CRANES USED IN BUILDING THE CHICAGO. 


440 


I tit Te 


PREPARING THE WAYS FOR LAUNCHING THE CHICAGO. 


electrically driven, and, of course, the ship is lighted by elec- 
tricity. There are also refrigerating engines, having a power 
of maintaining a temperature of — 5° C. (23° F.) in the cold 
store rooms. These engines are of the Linde type, operated 
by. duplex engines. The ship is fitted with wireless telegraphy 
and submarine signaling equipment. 

There are sixteen steel boats, of which fourteen are life 
boats, and five life rafts, fitted with Welin quadrant davits, 
allowing them to be launched in 40 seconds by four men only, 
The crew of this 
liner includes seventeen officers (deck and engine), 115 men 
(sailors, stokers, firemen and engineers), and sixty-two stew- 
ards and stewardesses. 


whatever may be the situation of the ship. 


The total number of persons that may 
be carried is 1,700, all included. 


International Marine Engineering 


/ _ of Liverpool. 


Ocroser, 1998. 


A NEW PATROL STEAMER FOR FISHERY DUTIES. 


The twin screw patrol steamer James Fletcher, owned by 
the Lancashire & Western Sea Fisheries Committee, for 
patrol duties in the Irish Sea and on the west coast of 
England and Wales, has recently been built by Philip & Son, 
Ltd., Dartmouth, from the designs of Alexander Richardson, 
She is of the following dimensions: 


eet Inches. 
Lenin CHEF alll ccoccooce swerextvty aL AY) Ba 
Length between perpendiculars.... 139 6 
Beann wn@ldledl.ocoooccoscscsccbcccs 23 6 
iDepthenioldedmeeemnearr evans 13 6 
Dirahimalki tevua nos ww ees Pa nell ie 
IDyraute womwpenngls oacoscaacaeacooo0 8 ie 
Draitemeangerere tee hooceere 9 6 


Displacement, corresponding to this draft, 420 tons. 

The vessel is built of Siemens-Martin steel throughout, 
and classed 1co Ar under Lloyd’s special survey, and under 
the Board of Trade rules and regulations with regard to 
accommodation, tonnage, lights, signals and life-saving ap- 
pliances. 

The stem and heel are of bar iron, 6% by 13% inches, in 
long lengths, properly scarfed together. The stern frame is 
of the best hammered scrap iron, 61% by 234 inches, and fitted 
with solid rudder gudgeons, stoppers and heel steps. The rud- 
der is of the single-plate type, with the frame of the best ham- 
mered scrap iron. The plate is 34 inch in thickness and the 
head is 5 inches diameter. The pintles are of the portable 
type, 314 inches diameter, and the gudgeons in which they 
work are bushed with hard gunmetal. 

The main frames are of angle steel, 3 by 2% inches by 
6/20 inch, extending in one length from heel to gunwale, and 
spaced throughout 22 inches apart between centers. Floor 
plates are fitted to each frame, 13 inches deep at center line, 
tapering to width of frame at the ends. These are 6/20 inch 
thick forward and aft of the machinery space, 7/20 inch under 
the engines, and 8/29 inch under the boiler. Reverse frames. 
are fitted to every frame, 234 by 234 inches by 6/209 inch, in- 
creased to 7/29 inch and 8/20 inch in wake of machinery. 

There are four watertight bulkheads, each built of 4/20-inch 
plates on 5/20-inch floor plates, and stiffened with angles 
3 by 2% inches by 6/20 inch. The transom frame and the 
frames that carry the counter are of 5/20-inch and 6/20-inch: 
plates and 3 by 2% inches by 6/20-inch angles. 


OUTBOARD AND PARTIAL INBOARD PROFILE OF FISHERY STEAMER JAMES FLETCHER. 


OcTOBER, 1908. 


International Marine Engineering 


4AI 


THE FISHERY STEAMER JAMES FLETCHER READY FOR SERVICE. 


The middle line keelson is of bulb plate, to inches by 10/20 
inch, and 3 by 3 inches by 6/20-inch angles, extending along 
the top of the floors from the forward to the after bulk- 
heads, to which they are connected by strong brackets. The 
side keelsons and bilge stringers are each of double angles, 3 
by 3 inches by 6/20 inch, extending on reverse frames and 
lugs, all fore and aft, connected at the stem by strong breast- 
hooks,. and well bracketed at the after end of the transom. 
Intercostal plates 5/20 inch thick are worked between the 
side keelson angles for three-fourths length amidships. The 
engine and boiler seatings are very strongly constructed of 
plates and angles, the main frames and flours being utilized 
as far as practicable. The coal bunkers are of 80 tons 
capacity, and are of 4/20-inch and 5/20-inch plates and 214 
by 2% inches by 5/20-inch angles. 

Under the forward accommodations, deep tanks are built 
in the vessel; they are of 5/20-inch steel plates, and stiffened 
by 4 by 2% inches by 6/20-inch angles. This tank is divided 
into two compartments, the forward part being used as a 
ballast tank and the after part as a fresh-water tank for re- 
serve feed for boiler. 

The main deck beams are on alternate frames, and are of 
angle steel, 6 by 3 inches by 8/20 inch amidships, diminished 
to 5% by 3 inches by 6/20 inch at ends. They have a camber 
of 6 inches in the full breadth of vessel. The lower deck 
beams are 5% by 3 inches by 6/20 inch, and-are straight 
across. The hold stanchions are of solid steel, 23¢ inches 
diameter. 

The upper deck stringer plate is 24 inches by 6/20 inch 
amidships, reduced to 19 inches by 5/20 inch at ends, and is 
connected to the sheer strake by a continuous gunwale angle 
3 by 3 inches by 6/20 inch. The lower deck stringer plate is 
19 inches by 5/20 inch amidships, to 14 inches by 5/20 inch 
at ends. A continuous tie plate, 7 inches by 6/20 inch, is 
wo6rked on the main deck beams all fore and aft in a line with 
the deck erections. The usual deck plates are fitted on the 
beams under the windlass, winch and in wake of masts and 
other erections. 

The main deck is of yellow pine, 3 inches thick, with margin 
planks of teak all around the waterways and deck erections. 
The bridge deck is of yellow pine 2 inches thick, also with 
teak margins. 

The shell plating includes garboard strake of 8/20 inch 
thickness all fore and aft. bilge strakes, 7/20 inch to 6/20 
inch; sheerstrake, 9/20 inch to 6/20 inch, and the remainder 


6/20 inch to 5/20 inch, the thicker plates being for about two- 
thirds the vessel’s length amidships. The bulwarks are of 
5/20-inch steel, and surmounted by a rail angle of Tyzach’s 
section. Doubling plates are fitted to the bulwarks in wake 
of the hawse and quarter pipes, and the bulwarks are stiffened 
and supported by galvanized wrought-iron spur stanchiens., 
spaced about 4 feet apart. All the fore-and-aft edges of shell 
plating are overlapped and single riveted, and all the end 
butts throughout are flush and double riveted, with inside 
straps. 

Bilge keels are fitted on each side for half length of vessel 
amidships. They are of steel plate, 8/20 inch thick by 12 
inches deep, and are attached to the shell by double 3 by 3 
inches by 6/20-inch angles. 

The deck erections are of 5/20-inch steel, stiffened by 
angles 3 by 2!%4 inches by 6/20 inch, these angles being car- 
ried across the top, so as to form the beams for the bridge 
deck. The whole of these plates are flush butted, with 
external butt straps, fitted so as to form panelling. All the 
doors in the deck houses are of teak. 

The accommodation on the main deck includes a large and 
roomy chart house and deck saloon, extra large galley and the 
usual lamp rooms, toilets, storerooms, ete. This is all for- 
ward of the boiler room, but the erections are continued over 


IN THE BACKGROUND IS THE NAVAL CADET 
TRAINING SHIP BRITANNIA. 


THE SHIP AFTER LAUNCHING. 


442 


International Marine Engineering 


OctoBer, 1998. 


the stokehold to the after end of the engine room, so as to 
give ample light and ventilation to these compartments; and 
the top, from the fore end of boiler room to right aft, is 
entirely of steel. The wheel house is on the bridge deck, and 
is heavily constructed of teak. This house contains the con- 
trolling devices of the steam steering gear, the latter being 
placed aft on the main deck near the rudder quadrant. 

The deck fittings comprise a powerful steam and hand 
windlass, with warping ends and the usual compressors and 
controlling gear fitted on the forecastle head; a steam trawl 
winch, fitted aft on the main deck, together with the usual 
arrangements for the beam and other trawling for use in the 


VIEW FROM STARBOARD QUARTER, LOOKING FORWARD. 


pursuit of the duties for which the vessel is intended. The 
steam steering gear, trawl winch and windlass were supplied 
and fitted by Thomas Reid & Sons, Paisley. The exhaust steam 
of all these is carried to the condenser. All the wood deck 
fittings, such as skylights, companions, and including the 
forecastle and quarter decks, are of teak. 

Two pole masts of Oregon pine, each in one length, are 
fitted with the usual standing and running rigging. There are 
two boats, one 18-foot lifeboat and one 20-foot cutter. Each 
has a beam of 5 feet, and both are very strongly constructed 
of teak and pine, and have very ample outfits. The cutter is 
fitted with air cases similar to the lifeboat. 

The bower anchors are of Hall’s stockless type, three in 
number, and each weighing 9% cwts. The stream anchors are 
These are of the ordinary 
The cables are stud linked, and measure 165 
fathoms, of 1 1/16 inches for the bowers, and 60 fathoms of 
10/16 inch for the stream anchors. 
are of tarred manila. 

The accommodation below deck, forward, includes four 
sleeping cabins, saloon, pantry, bath room and toilet. The 
saloon is fitted in neatly paneled, light polished oak; the sleep- 
ing cabins in enamelled pine, with polished teak toppings and 
nosings. 


234 cwts., and the kedge 1% ewts. 
stock pattern. 


The hawsers and warps 


Abaft the engine room are the crew's mess room, 
captain’s, mates’, engineers’ and stewards’ sleeping cabins, and 
a large and roomy laboratory for the use of the scientist for 
experimental work.in connection with the Fishery Board’s 
duties. The crew’s accommodation is right forward in the 
forecastle. 

A perfect system of ventilation is fitted. The whole of the 
cabins are heated by steam radiators, the steam being led 
from the main boiler and back to the condenser. A complete 
system of electric bells is fitted throughout the vessel. The 
lighting is by electricity, and includes a 5,o00-candlepower 
searchlight, placed on the bridge. The electricity is gen- 
erated by a direct-coupled steam engine and dynamo, by J. H. 


Holmes & Company, Newcastle-on-Tyne. A reserve set of oil 


lamps is also fitted, and the vessel has a complete outfit for 
both hull and machinery. 

The James Fletcher is propelled by two triple-expansion 
three-cylinder surface condensing engines, each operating a 
three-bladed manganese bronze propeller. The cylinders are 
1c, 16 and 26 inches in diameter, and have a stroke of 20 
inches; the high-pressure cylinder in each case being for- 
ward, and the low-pressure aft. Piston valves are fitted to the 
high-pressure and intermediate cylinders, and double ported 
D valves with relief rings to the low-pressure. They are all 
worked by Stephenson link motion, with double-bar links. 

The framing of the engines is entirely of cast iron; all the 
principal rods, shafts and spindles are of mild steel. White 
metal is fitted to the bottom ends and also to the main bear- 
ings. The reversing gear is of the direct-drive steam and 
hand type, and the whole of the starting valves and con- 
trolling gear are handled from one position, so that the whole 
can be easily operated. The engines were designed to indi- 
cate not less than 650 horsepower when working at a boiler 
pressure of 185 pounds per square inch. 

The auxiliary machinery includes an independent condenser, 
operated by a separate steam-driven centrifugal circulating 
pump. The suction branch of this pump is connected to the 
bilges as well as the sea, so that if necessary the bilges may 
be pumped out by it. A vertical direct-acting duplex donkey 
or general service pump, with all gunmetal water ends, is 
fitted; also a Weir feed heater with automatic controlling 
gear, operating the boiler feed pumps. These latter are in 
duplicate, of the duplex type, and are direct and double acting. 
There is also a Downie feed-water filter. The electric lighting 
plant and the main air, feed and bilge pumps are entirely in 
duplicate, and are driven direct by a compound steam engine. 


LOOKING FORWARD FROM QUARTER DECK, SHOWING STEAM TRAWL WINCHES. 


A complete system of piping and pumping arrangement is 
fitted. 

The boiler is of the single-ended return tube type, with 
three furnaces. It is 14 feet 6 inches in internal diameter by 
to feet long, and constructed entirely of steel, in accordance 
with Lloyd’s rules and regulations, for a working pressure 
of 185 pounds per square inch. It has ample heating and 
grate surface for its required duties. The furnaces are of the 
Morison suspension type, each with its own separate com- 
bustion chamber. The stokehold is forward in the ship, the 
back end of the boiler being against the fore end of engine 
room. The weight of the boiler empty is 41 tons, and with 
steam up 59% tons. 

The speed of this vessel on her trial trip was 1234 knots, 
and the indicated horsepower 660; a result very satisfactory 
to both builders and owners. 


OcToBER, 1908. 


International Marine Engineering 


443 


THE STEAMER DYNAMO, WHICH RAN INTO AND SANK THE TRAWLER QUAIL. 


Collision of the Dynamo and the Quail. 


The Wilson liner Dynamo and the steam trawler Quail 
collided in the Humber river early on Aug. 19. The Quail was 
one of the unfortunate vessels damaged by the Russian Baltic 
fleet in 1904. In the present instance she was struck on the 
starboard side aft, and sank very rapidly. The liner sustained 
very little damage. Two men were drowned, but the rest were 
saved by the boats of the Dynamo. 

The Dynamo is jointly owned by Thomas Wilson, Sons & 
Company, Ltd., Hull, and the North Eastern Railway Com- 


- A Quick Method of Repairing a Broken Shaft. 
BY, US. (Gs ES MEIGS: 

The writer recently, almost by accident, hit on a method 
of repairing a broken shaft, so cheap, so quick, and so sur- 
prisingly strong that he thinks it may be of service to your 
readers. The use of the method would often obviate a 
long and expensive delay and loss of work, for the shaft 
gives nearly as good service as before it was broken. 

The writer has under his charge a hydraulic dredge used 
on the Mississippi river improvements in the vicinity of 


THE STEAM TRAWLER QUAIL, WHICH WAS SUNK THROUGH COLLISION WITH THE DYNAMO. : 


pany, Ltd. Her gross tonnage is 504 and net 311. Her dimen- 
sions are: Length, 175 feet 7 inches; beam, 25 feet; depth, 13 
feet 8 inches. She had a previous accident, having struck on 
the Jarding Rocks June 8, 1906. 

The Kaiser Wilhelm II., in August, steamed from Sandy 
Hook to Eddystone lighthouse, 3,008 nautical miles, in 5 days 
9 hours 55 minutes. The speed was 23.71 knots. 


Keokuk, Iowa. This dredge is driven by a compound high- 
pressure engine, with cylinders 14 and 24 inches in diameter 
by 15-inch stroke, running 220 revolutions per minute and de- 
veloping about 250 horsepower. The steel shaft of this en- 
gine, 6 inches in diameter, broke about 10 inches from one 
of the cranks. 

The cranks are quartering, and the shaft is a highly fin- 
ished one that takes a long time to build, even under the 


444 


International Marine Engineering 


OctoBer, 1908. 


best of circumstances. It was, as you can see, a difficult task 
to weld this shaft so as to repair it, as the stub-end was so 
close to the crank that to heat it sufficiently was likely to 
warp the latter out of shape and spoil the whole shaft. 
The attempt was made, however, and the shaft promptly 
broke again at the same place, although a whole week and 
a large expense had attended the effort to put the shaft in 
working condition. 

At the 
squared the two broken ends and screwed them together 
with a stud that went half into each piece of shaft. Squar- 
ing the ends shortened the shaft some six inches, but this 


suggestion of a traveling engineer, we simply 


could be remedied by moving in the outboard pillow block. 
A chunk of soft and tough steel, that had once done duty as 
a wristpin for a large engine, was selected from the scrap 
pile. This was cut off 10 inches long and turned to 4 inches 
in diameter; it was then threaded the whole length with a 
screw of four threads to the inch; each piece of shaft was 
then bored ard threaded to fit this screw, and when finished 


BRAZILIAN DESTROYERS UNDER CONSTRUCTION: 


the stud was screwed into one piece of shaft, and the other 
To make the job a little more solid, 
the stud was dipped into*salt and water to make a rust joint 
of it, and keep it from coming unscrewed by any chance. 

It took an afternoon and part of the night to complete this 
job, and the next morning the shaft was replaced in the 
engine and put to work. It has never shown the least indi- 
cation of weakness so far, and is still, after eighteen months, 
apparently as good as ever. The new shaft, ordered as a 
hurry job, was received in two months, but is still kept in 
The joint, between the two pieces of shaft was 


piece screwed home. 


reserve. 
fortunately an inch or so inside of the pillow block, and is 
The work 
of the engine, of course, always tends to screw the pieces 


now undistinguishable from the rest of the shaft. 


tighter together; but it seems a little surprising that the 
threads do not strip off and let the two pieces separate. 
Probably the friction between the outer parts of the shaft 
The 4-inch stub would 
not last a minute by itself—Scientific American. 


takes up most of the torsional strain. 


The New Yarrow Yard at Scotstoun, Glasgow. 

The new premises, which are situated at Scotstoun, about 5 
miles from Glasgow, cover an area of about 12 acres, and 
have a river frontage of 784 feet. The yard is on the north 
side of the Clyde, and is adjacent to Scotstoun West station 
on the Lanarkshire & Dumbartonshire Railway. 

The class of work which the firm will carry on in Glasgow 
will be similar to that which has hitherto been carried on in 
London; that is, the construction of torpedo boat destroyers 
and torpedo boats and shallow draft steamers of all types. 
The firm has lately been building some high-speed motor 
boats, driven by internal combustion engines, which have 
proved highly satisfactory. The first order with which the 
firm started at Scotstoun was for ten torpedo boat destroyers 
for the Brazilian government, which are now in course of 
construction. One has just been launched. 

In deciding as to the laying out of the yard, good super- 
vision and easy communication between the different depart- 
ments were points to which particular attention was given. 


q 
] 
2 


THE COVERED WET BASIN IN RIGHT BACKGROUND. 


The general offices are situated in the center of the north- 
ern boundary, facing South street, the engineers’ shops being 
on one side and the boiler shops on the other, and the man- 
agers of these departments being within easy distance of the 
general offices. The west side of the yard is devoted to the 
buildings connected with the engineering side of the business, 
and consist of machine shops, general stores, tool stores, 
power station, smiths’ shop and pattern shop. On the east 
side of the yard are placed those buildings which are con- 
nected with the shipbuilding and boiler-making departments, 
consisting of boiler shops, galvanizing shop and platers’ shed. 

The launching slips occupy about 360 feet length of the 
whole frontage, and are inclined to the edge of the river at 
an angle of about 60 degrees. ; 

To the westward of the launching slips a wet basin has 
been constructed. The width of this basin is 86 feet at the 
cope level, and the length is about 330 feet. The basin is set 
at an angle to the river, to facilitate getting into the basin, 
and also to avoid the silting up of same. The basin has been 


OctoserR, 1908. 


International Marine Engineering 


445 


LAYING OUT THE DECK OF A BRAZILIAN DESTROYER IN THE BOILER SHOP. 
(Copyright, McClure, McDonald & Co.) 


dredged out to a depth of about 14 feet at low water, so 
that the ships will never ground. 

The engineers’ shops are 210 feet long, and consist of three 
bays, 65, 50 and 35 feet wide. In the widest bay there is a 
50-ton electric traveler on upper rails, the height from the 
rail face to the floor level being 4o feet, and on lower rails 
a 5-ton traveler. The other bays will also be equipped with 
electric travelers. These shops have wood block.flooring. 

The boiler shops are 300 feet long, and consist also of three 
bays, 65, 50 and 35 feet wide, the spans being similar to the 
engineers’ shops, but arranged in different order. The wide 
bay has a 50-ton electric traveler, and another of to tons 
capacity. The other two bays are also equipped with electric 
travelers. To serve the hydraulic riveter a ro-ton electric jib 
crane has been fitted up. These shops have wood block 
flooring. The galvanizing shop forms an annex to the boiler 
shops. 

The space between the boiler shops and the platers’ shed 


is equipped with a 7-ton electric traveler of 85-foot span and 
about 330 feet in run, and it is intended that the area com- 
manded by this traveler will be used for building boats which 
have to be sent abroad in pieces. 

The platers’ shed, 180 feet long by 90 feet wide, occupies 
a position near the head of the launching slips, and con- 
venient for the punching, drilling and bending of plates. 
Motor-driven tools are also placed in the yard at the head of 
the launching slips. 

The wet basin is roofed over, and the building equipped 
with a 50-ton electric traveler of 93-foot span, commanding 
the whole area of the basin. After launching the boats they 
will be taken into the wet basin to receive their machinery 
and to complete the fitting out. 

The pattern makers’ and joiners’ shop is 270 feet long by 
45 feet wide. In this shop the machinery is arranged about 
the middle of the lower floor. The joiners occupy one end of 
the building and the pattern makers the other end, and the 


WATER FRONT OF THE YARROW YARD NEAR GLASGOW, SHOWING BRAZILIAN DESTROYERS BUILDING. 


446 


International Marine Engineering 


OcrToBeER, 1908. 


machinery will be common to both. One feature of this shop 
is the arrangement for driving the machinery. A pit is 
formed underneath the floor, and the machinery is. driven by 
a motor placed in the pit. The motor will drive onto various 
lines of shgfting, and belts from these carried direct to the 
machines, so that the belts will not in any way interfere with 
the working of the machines. The upper floor of this 
building will be used as a laying-off loft. 


pick up from the railway line, which may bring machinery out 
from any of the shops. 

The steel work has been erected by Sir William Arrol & 
Company. The weight of the steel work in the engineers’ 


shop is about 725 tons, and in the boiler shop nearly 800 tons. 
All the shops, with the exception of the pattern shop, are con- 
structed of steel filled in with brickwork, principally 9 inches 
thick. 


ARRANGEMENT OF DAVITS FOR BATTLESHIP. 


It is intended to equip the smithy with four steam ham- 
mers, the largest being 4o-cwt. size. . In this building ample 
provision has been made for ventilation to carry off the fumes 
and smoke. 

The works are driven by electric power; current being 
supplied by the Clyde Valley Power Company. Alternating 
current is supplied at 400 volts, 25 cycles per second. All 
motors ordered for new machines, etc., are alternating cur- 
rent, and it was decided to bring all the existing plant from 
London, this including about eighty direct-current motors. 
In order to supply current for these a motor generator is 
installed, supplying direct current at 210 volts. The general 
lighting throughout the yard is by electricity, and it was de- 
cided to place a gas jet at each machine in the engineers’ and 
boiler shop. 

One boiler is installed, which will supply steam for the 
steam hammers and also low-pressure steam for the heating 
of the shops; otherwise all the power is electric. 

The railway system in the yard is such that easy communi- 
cation is given with the Caledonian main line, and also easy 
communication between the various shops and from the shops 
to the wet basin, the traveler at the wet basin being able to 


PLAN, SIDE ELEVATION AND END VIEW. 


THE HANDLING OF BATTLESHIP BOATS. 


It has long been the custom in the United States navy to 
handle boats by means of heavy cranes, operated by electric 
motors. In November and December of last year, we illus- 
trated and described a number of these cranes, designed for 
handling boats weighing up to 15 tons. The cranes were of 
various types and of considerable weight, the largest, with an 
outreach of 31 feet, weighing no less than 76,000 pounds. A 
later crane of this same type on the battleship New Hamp- 
shire is said to weight about 78,000 pounds. 

A proposition has been made to the Navy Department by 
the Welin Quadrant Davit Company,* looking to the reduc- 
tion in the weight of this sort of top hamper by the substitu- 
tion of four pairs of double quadrant davits on a battleship 
for four of the previous cranes. The davits proposed are in 
two groups, heavy and light; the two heavy pairs being de- 
signed for the handling of the group of longer and heavier 
boats, such as the steam launches, etc.; while the two pairs of 
smaller davits are for the shorter and lighter boats. This 
grouping of the boats according to size and weight is for the 
purpose of utilizing to the best advantage the davits proposed. 

The lifting capacity of the heavier davits would be 20,000 
pounds, with the quadrant frames spaced 42 feet 6 inches 
apart; the lifting capacity of the smaller davits would be 4,000 
pounds, with the quadrant frames spaced 32 feet apart. The 
total weight of each pair of the larger davits, with all appa- 
ratus, is approximately 24,000 pounds; while that of the 
smaller davits is 9,000 pounds. The total weight of the four 
sets complete is thus 66,000 pounds. This is seen to be much 
less than the weight of a single one of the very large cranes 
now employed for this purpose; and it is estimated that a 
total saving of about 100 tons would be effected in the top 
weights of a large battleship by the substitution here outlined. 


*No. 17 Battery place, New York, and 5 Lloyd’s avenue, Lon- 


don, E. C. 


OctToBER, 1908. 


International Marine Engineering 


447 


oF 
38Gie tlers 
1| 
| 


2 sc 


40’ Steam Cutler | 
18700 lbs 


[ —1—— | 


31’ Req. Race Boat 


eet | 


33' Jatling Launch 
$000 (65 


33 Jatling Launch a 
b000 Lbs <I 


BRIDGE DECK OF THE BATTLESHIP KEARSARGE, SHOWING PROPOSED ARRANGEMENT OF WELIN QUADRANT DAVITS. 


The two davits in each pair are joined at their upper ends 
by a steel boom, to which are secured tackles suitably arranged 


for handling boats of different lengths. These booms are 
arranged so as not to be affected by small variation in speed 
between the two quadrants. The quadrant arms, as designed, 
have been made long enough so that the inner boats, in passing 
over the outer, will clear the highest point of the smokestacks 
of a launch. As these stacks are arranged on hinges, this 
extreme clearance is perhaps not necessary. 

Each quadrant is driven by an electric motor at such a 
speed that it moves through an angle of 90 degrees in 45 
seconds. The two motors operating the two quadrants of 
each pair are not in mechanical connection; but both are con- 
trolled by a single switch, and through automatic apparatus, 
which causes each quadrant to stop at either one of its ex- 
treme positions. 

Two hoisting winches, driven by shunt-wound motors, are 
used for lifting and lowering the lifeboats, the former opera- 
tion being at a speed of 25 feet per minute. Each winch is 
equipped with two drums and so provided with clutches that 
one drum may be driven at a time, or both may be disen- 
gaged. Each drum is provided with a brake operated by a 
foot lever. The ends of the shafts of the motors are arranged 
for the fitting of cranks for manual operation, in case the 
electric supply should fail. The same arrangement may be 
installed on the quadrant motors. Each hoisting motor is 
provided with a separate controller, but, if desired, both could 
be controlled by a single switch, and through automatic start- 


ing apparatus, while the small changes in relative speed which 
might be necessary could be effected by means of a rheostat, 


PIVOTED DIFFERENTIAL-TYPE DAVIT. 


448 


International Marine Engineering 


Ocroser, 1908. 


arranged to change the strength of the field of one of the 
motors, so as to either increase or decrease the speed of that 
particular motor. All of the motors would be designed to run 
without sparking, and, by reason of the intermittent and oc- 
casional character of their service, they would also operate 
without heating. é 

The drawing, showing the general arrangement of the quad- 
rants to be operated through 90 degrees, makes provision for 
placing three boats side by side, and handling them all from 
the same set of apparatus. As figured out for one of the 
smaller battleships, this particular outfit gives an outreach at 
the waterline of 7 feet 3 inches from the side of the ship. The 
radius of the quadrant running in the rack is 4 feet 2 inches, 
while the radius of the long arm of the davit is 19 feet 2 
inches. The davit arm is made of either cast or structural 
steel, while the framework is of cast steel. 

The arrangements of these davits on the boat deck of a 
battleship of the Kearsarge type is shown in another draw- 
ing, where the space taken up by the framework and motors 
is shown in black, the extreme inward position of the davits 
being given by dotted lines. This arrangement is for the 
handling of sixteen boats, varying from a 14-foot dinghy to 
three 4o-foot steam cutters weighing 18,7oo pounds each. 
These latter are not up to the limit of the outfit as designed, 
but they represent about the heaviest type of boats used for 
this purpose. 

Alternative proposals have been made, looking to the use 
of swinging davits with differential gear so arranged that at 
maximum outreach the power arm is also at a maximum. 
This is provided for by placing the rack at an angle, and so 
adjusting the curvature of the quadrant as to fit that rack at 
all positions. These swinging davits would be pivoted and 
run upon a combination of roller and ball bearings, and would 
be operated to a certain extent in the same manner as the 
present cranes. They would, however, have the advantage 
possessed by the other davits of this type in being run out and 
in by the usual screw, and with considerable celerity. They 
would have the further advantage of being able to pick up a 
boat at any point within their radius, by virtue of the fact that 
the position of the upper sheave can be adjusted by a com- 
bination motion between the pivot and the traversing thread. 
In this case, of course, only a single davit would be used, in 
place of the pair provided for in the other proposition. 


¥ See also page 61, INTERNATIONAL MARINE. ENGINEERING, Febru- 


ary, 1908. 


Head-=on Collision in Kaiser Wilhelm Canal. 


The illustrations show the effect of a head-on collision 
which happened on June 16 in the Kaiser Wilhelm canal. 
Both steamers were going at low speed, and when they tried 
to clear each other, the steamer Stadt Schleswig did not 
obey the rudder. The pilot ordered full speed ahead in order 
to get steerage way, but it was too late to avoid collision. 
The Schleswig struck the steamer Skelleftea on the starboard 
bow, and while she lost her anchors (the broken shaft can 
be seen in the hawse pipe) and bent her bow, she also in- 
flicted severe injuries to the Skelleftea. 


Russian Armored Cruiser Amiral Makaroff. 
BY JOSEPH G. PELTIER. 

This cruiser is the only big ship built in France in 1907 for 
foreign account. She is the first of three new armored cruisers 
for the Russian navy; the two other boats being in course of 
building in the national dockyards in the Baltic. They are 
virtual reproductions of the Bayan, now the Aso, of the 
Japanese navy.. 5 

This cruiser has the following particulars: 

Meters. Ft. Ins. 
Length between perpendiculars........... 135 443 


Breadth at the waterline................. 17.50 57 5 
Breadth at the height of the upper deck.. 17.56 57 8 
Demin som main Gask.oscooscoccccccc0e 11.60 38 I 
Mean *drattieancrrn.secccuinecemrmerceecery 6.51 21 5 
IDIGDACSTNEME itl WOMS.ocos0c0ccc0ccsc0cc00D0000DDODU DO 7,877 
Ibevebreniuee! Inverse none, Glee, 5 400000000000000000000 16,500 
Spec, Gesynetl ISROES > ¢o0000000000000000000000000000 21 


HULL AND GENERAL PROTECTION. 


The hull is of steel throughout, and fitted with bilge keels 
and docking keels. It is protected by an armor belt of Krupp 
special steel. The heavy strake of this armor is worked from 
stem to stern; the second strake above this is worked from 
stem only to the after casemates. The heavy strake has a total 
height of 1.8 meters (5 feet II inches), of which only 60 
centimeters (2 feet) are above the waterline; this strake is 
175 millimeters (6.9 inches) in thickness amidships and only 
100 millimeters (3.9 inches) at the stem and stern; the second 
strake is worked up to the main deck; its thickness is of 100 


STADT SCHLESWIG. 


SKELLEFTEA. 


SKELLEFTEA, 


OcrToBER, 1908. 


Aeantacond S8) 


International Marine Engineering 


449 


THE RUSSIAN ARMORED CRUISER AMIRAL MAKAROFF ON TRIAL TRIP. 


millimeters (3.9 inches) amidships and 80 millimeters (3.2 
inches) at the ends. There is a protective deck, worked at 
the height of the upper edge of the main strake; this deck is 
protected with chrome-nickel plates supplied by Krupp. These 
plates are 50 millimeters (2 inches) thick on the slope and 
30 millimeters (1.2 inches) on the flat. 

The total weight of the armor belt, turrets and casemates, 
all protected, is equal to 23 percent of the displacement of the 
cruiser, or 1,810 tons. The hull is protected by a cofferdam 
running from end to end and behind the belt side armor. 
There are two conning towers, one ahead, one aft. The for- 
ward one is 136 millimeters (5.4 inches); the other one is 
thinner. Both are of Krupp special steel. 


ARMAMENT, 
The battery is composed of two 8-inch breech loading rifles ; 
eight 6-inch rapid fire guns; twenty 3-inch and 3-pounder rapid 
fire guns, and four Maxim machine guns. The 8-inch guns 


are located in two axial turrets, one forward, one aft. 


They 
are protected by 150-millimeter (5.9 inches) Krupp steel on 
both turret and barbette. The 6-inch guns are located four on 
each side, in four casemates. At the center there is a special 
citadel, which also contains four 3-inch guns on each side; 
therefore, these small guns are well protected. The casemates 
and this citadel are protected by an outside plating of.100 
millimeters (3.9 inches), worked up to the weather deck. 
There are also two submerged torpedo tubes for 450-millimeter 
(18-inch) torpedoes. 

The fire will consist of, forward or aft, one 8-inch, four 
6-inch; and the broadside fire of two 8-inch guns, four 6-inch 
guns and ten 3-inch guns. These guns have the following 
caliber: 8 inches, 45 calibers; 6 inches, 45 calibers; 3 inches, 
52 calibers. The 8-inch guns are able to deliver three shots 
per minute. According to the lessons of the last war and the 
destruction of the French battleship Jena, the shell and powder 
rooms have been built with all possible care; there are air 


INBOARD PROFILE, WEATHER DECK AND GUN DECK OF THE ARMORED CRUISER AMIRAL MAKAROFF. 


450 


bulkheads in the parts adjacent to boiler, engine or dynamo 
rooms. All turrets, shell hoists, pumps, ventilators, steering 
gear, etc., are electrically driven. As far as possible wood has 
been prohibited in the fitting of this vessel; the main part of 
the furniture is made of metal. For the first time in France 
there has been used the Wikstr6m composition as deck fitting 
instead of linoleum. This composition is fireproof, and seems 
at first sight to be of cement. 


MACHINERY. 


The cruiser is fitted with two main engines, located in two 
watertight compartments. They are of the triple expansion, 
four-cylinder type, and drive each a propeller. The steam is 
supplied to the main and auxiliary engines by twenty-six 
boilers of the Belleville type, fitted with economizers. These 
boilers are located in four watertight compartments, divided 
into eight boiler rooms. 

The usual bunkers have a total capacity of 1,050 tons, which, 


International Marine Engineering 


OcToBER, 1908. 


The Cable Steamer Guardian. 

The Guardian is a twin-screw cable-repairing steamer, which 
has been specially built for the Central and South American 
Telegraph Company, of New York, to look after its extensive 
submarine cables in the South: Pacific, where her headquarters 
will be at Callao. 

Swan, Hunter & Wigham Richardson, Ltd., her builders, 
have had considerable experience in building cable-laying and 
cable-repairing steamers, and this, added to the owners’ special 
knowledge of their requirements, have combined to make the 
Guardian one of the most complete and up-to-date steamers 
that has yet been built for cable-repairing work. 

The dimensions of the ship are: Length over all, 293 feet; 
length between perpendiculars, 270 feet; breadth, 36 feet, and 
depth molded, 2434 feet. At Lloyd’s load draft she has a total 
deadweight capacity of over 2,400 tons. 

She is fitted with twin-screw triple-expansion engines, with 
cylinders 15%, 25 and.43 inches in diameter by 30-inch stroke, 


THE CABLE STEAMER GUARDIAN AT SEA. 


according to the trial figures, give a radius of nearly 7,750 
miles at the cruising speed of 14 knots. The contract figure 
was only 7,000 miles at this speed. 


TRIALS. 

Consumption Trial for Six Hours. 
Trial. Contract. 
Indicated mhorsepoweteeeeeeeeeeeneeeeioe EP aToroln ine clea 
Consumption per hour and indicated horse- 
MONS, IRMOSIRAIN .coccocn0c00ba0000000 0.535 “a 

Full Power Trial for Three Hours. 
Ibnab@aaal INOS MOGIEPs 00 coc 0c000d 000000000 19,615 16,500 
Speed knots snaaeeencecteienectebeerte aes 22.55 21 
Admiralty coefficient ........... SOR OBES 231 222 


At the cruising trials at 14 knots speed the mean consump- 
tion for twenty-four hours was only 0.839 kilogram. These 
figures show the good qualities of both hull and boilers and 
machinery. 

The original Bayan, also built at La Seyne, was noted as 
an unusually successful vessel. On trial she exceeded her 
contract speed by 1 knot, making 22 knots with 17,400 horse- 
power (Admiralty coefficient, 239). The coal consumption 
was only 1.4 pounds per horsepower per hour. On full power, 
in service, she burned about 14 tons per hour. 


and two large boilers fitted with Howden’s forced draft. The 
hull, as well as the engines and boilers, have been built at the 
Neptune Works. When loaded under service conditions at a 
draft of 18 feet mean, the vessel easily maintained a speed of 
over 12%4 knots on trial trip. 

One special feature is the unusually large bunker capacity, 
which is such as to enable the vessel to keep at sea for about 
forty-five days when cruising at a speed of 10 knots (10,800 
nautical miles). She has large water ballast and fresh-water 
capacity. 

The vessel has four cable tanks with steel cones. The two 
largest of these cable tanks have each internal tanks, making 
six coiling tanks in all. The cable machinery for picking-up 
and paying-out is of Johnson & Phillips latest type. The test- 
ing room, which is at the fore part of the bridge, is a large, 
well lighted, comfortable room, fitted in polished mahogany, 
with a special battery room adjacent to it. 

Comfortable, well-fitted accommodation for the captain, elec- 
tricians, officers and engineers is provided on deck amidships, 
with saloon in polished oak, below the spar deck aft. Théyac- 
commodation for the petty officers, cable hands, sailors and 
firemen is on the main deck. 

The vessel has teak weather decks, and is provided with a 
steam capstan windlass, two steam winches, and steam and 
hand steering gear, also all necessary appliances for lifting and. 


OcrToBER, 1908. 


International Marine Engineering 


451 


stowing buoys, etc. She has six boats, including a motor 
launch. There is electric lighting throughout, with a search- 
light placed on the captain’s bridge. Refrigerating rooms are 
fitted for provisions, with machine of the COz type, made by 
J. & E. Hall, London. Among other special fittings there is 
a Lucas deep-sea sounding machine. 


the two paddle wheels were operated by separate engines, and 
that either could be run alone, or both at differing speeds. 
This must have been of great assistance 1a maneuvering. The 
vessel’ was used for some time in 1854 in connection with 
steamers on the Pacific in a service between New York and 
California by way of the Isthmus of Panama. 


COMMODORE VANDERBILT'S STEAM YACHT NORTH STAR, BUILT IN 1852. 


The North Star. 


“This splendid specimen of American naval architecture 
has proved one of the most perfect-modeled steamers, for 
safety and speed, afloat. In her first trip she crossed the 
Atlantic in ten days and eight hours. Her owner, Commo- 
dore Vanderbilt, is a merchant prince and shipbuilder of New 
York. She is a paddle-box steamer, with two funnels, and 
registers 1,876 tons; she is capable of carrying 2,500 tons. 
She is 260 feet on the keel, 270 feet on the spar deck, 38 feet 
breadth of beam, 13 feet from floor timber to lower deck 
beams; 7 feet 8 inches between decks, 7 feet 6 inches be- 
tween spar decks, making her whole depth 28 feet 6 inches. 
She has four boilers, which are 24 feet long, 10 feet diameter ; 
the engines are upon the same principle as those used in our 
ordinary river steamboats. Handsome flights of stairs lead 
to the saloon, which is larger and more magnificent than the 
saloon of any ocean steamer afloat. Ranged around the 
saloon are beautifully furnished cabins, the doors and panels 
of solid bird’s-eye maple and rosewood. Mirrors extending 
from the ceiling to the floor are fixed in the cabins.. The 
walls are imitative marble and malachite, formed of a con- 
glomerate of marble stone and glass—a recent American in- 
vention. It is fixed on wood peculiarly seasoned, and bears 
an exquisite polish. The North Star cost some $500,000, and 
her weekly expenses are about $1,700, exclusive of fuel. 
Everything on board is American. Surprise has been ex- 
pressed at the small quantity of fuel consumed on board the 
North Star, when her speed is considered. In her passage 
across the Atlantic she consumed only fifty tons of coal a 
day, while the consumption ordinarily in such steamers is 
from seventy-five to one hundred tons daily. She has been 
enabled to traverse the ocean at so little expense by her 
being driven by what is called a beam engine—an American 
invention, which has never before been used in a steamer to 
cross the Atlantic.”—Gleason’s Pictoria] Dollar Weekly, 1852. 

Epitor’s Nore.—Examination of the illustration shows that 


The illustration and information were furnished us by 
William McAllister, City Island, N. Y., who, as a youth, was 
employed in the construction of the yacht. She was built by 
J. Simondson, at foot Eighteenth street, East River, New 
York; and engined by the Allaire Iron Works, New York. 


Two huge battleships were launched in British shipyards 
Sept. 10. One was the St. Vincent, the largest and heaviest 
of British warships, launched from the government yard at 
Portsmouth. Her dimensions are as follows: Length between 
perpendiculars, 500 feet; beam, 84 feet; draft, 27 feet; dis- 
placement, 19,250 tons. The engines will be of 24,500 horse- 
power, and a speed of 21 knots is expected. The ship will be 
armed with ten 12-inch guns and a secondary battery of 
twenty 4-inch guns. The other vessel was the Brazilian 
battleship Minas Geraes, launched from the yards of Sir W.. 
G. Armstrong & Whitworth, at Elswick, on the Tyne, a bigger 
and more powerful ship than the St. Vincent. She has a dis- 
placement of 20,000 tons, and is 530 feet in length, though 
she draws 25 feet only instead of 27. In armament she is 
superior to the St. Vincent, as she has twelve instead of ten 
12-inch guns, and can bring all of them to bear on either 
broadside,* while the St. Vincent can bring only eight to bear. 
The secondary armament consists of twenty-two 4.7-inch guns. 
She is the first of three ships of this type. The St. Vincent is 
also the first of three, being a development of the Dread- 
nought. The main difference between the two ships, aside 
from the fact that the St. Vincent has Parsons turbines and 
the Minas Geraes reciprocating engines, lies in the arrange- 
ment of battery. The Brazilian has one extra turret (two 
12-inch guns) forward, so mounted as to fire over its mate. 
The two waist turrets are moved further aft; and the turret 
next the last is raised to fire over the after turret. 


*There seems to be a little doubt on this point, but it is certain that 
ten, at least, can be so concentrated. 


International Marine Engineering 


OcToBER, 1908. 


Published Monthly at 


17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 
H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 


and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY GRAVES KOON, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNESs. 
Boston, 170 Summer St., S. I. CARPENTER. 


Branch 
Offices 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine Engineering, Inc., New York. 


INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


We have 


The edition of this issue comprises 6,000 copies. 
no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 5th of the month, to tmsure the carrying 
out of such instructions in the issue of the month following. If proof 
is to be submitted, copy must be in our hands not later than the roth of 
the month. 


Shipbuilding. 

The whole situation is very discouraging. Lloyd's 
report, for the quarter ended June 30, 1908 (figures 
for the September quarter are not yet at hand), shows 
a total gross tonnage under construction in Great 
Britain of only 799,178, as compared with 1,250,318 
gross tons in hand a year ago, ‘This represents a re- 
duction of 451,140 tons, or more than 36 percent. It 
is the lowest total recorded by Lloyds since 1896. 

Various causes are given for this state of affairs, the 
shipbuilding strike having apparently something to do 
with it, but it seems to be more generally conceded 
that the basic cause lies in over-production. The 
calendar years 1906 and 1907 were the two largest 
in the history of British shipbuilding. The former 
was a record by long odds, and the latter fell compara- 
tively little short of it. It would appear, on the face 
of the returns, that the enormous output of these two 


years has not by any means been absorbed by the 
requirements of the business. When to this over- 
production we add the fact of a very sharp decline 
in general business, beginning about a year ago and 
not yet entirely over, resulting in a reduction in com- 
mercial transactions and, consequently, in the move- 
ment of freight by water as well as by rail, it is not 
at all surprising that dozens of ships are tied up idle 
in British and continental ports, and that the new 
work in hand has fallen off so decidedly. 

In the United States the depression is probably much 
more marked than in Britain. The report for the 
month of August of the Bureau of Navigation in 
Washington showed the construction in that month in 
the United States of no less than five steel steamers, 
with an aggregate of 514 gross tons. Wooden vessels 
propelled by steam and sail brought these figures up 
to 125 and 4,583, respectively, but it is only the steel 
steamer that counts to the fullest extent in a return 
of this sort. It would thus appear that the shipbuild- 
ing industry of the United States is fast approaching 
the vanishing point. In addition to the general in- 
dustrial depression, other contributory causes are 
found for American shipbuilding depression in the 
fact that, with the high wages prevailing in American 
shipyards, competition against British, and particularly 
Scotch, shipbuilders is totally out of the question 
These wages are slightly lower, perhaps, than those 
prevailing in similar lines of work in other industries 
in the United States, so that a further lowering of 
this item would cause labor to shun the shipyard dis- 
trict entirely, and the vanishing point would then be 
right at hand. 

For some years an agitation has been carried on 
in the American Congress looking to the institution 
of some artificial means of equalizing matters as be- 
tween the cost of constructing and operating ships in 
the United States and under American laws and the 
cost of constructing and operating ships under Euro- 
pean conditions. Preferential tariffs, favoring the 
American-built and operated vessel, have been ad- 
vocated in some quarters; and violently opposed in 
others. A direct bounty, or subsidy, to American- 
built and operated ships on certain specified routes and 
fulfilling certain conditions as to speed, frequency of 
voyages and the carrying of cadets, has four times 
been brought directly before Congress; and each sttc- 
cessive time it has been defeated by a margin smaller 
than the preceding. It is to be under consideration 
again this winter, and those are not wanting who be- 
lieve thoroughly that it will be put into effect. 

Some critics of this scheme advocate: “free ships” 
for America, meaning the admission to American 
registry of any ship whatsoever, wherever she may 
have been built. This would scarcely add to the busi- 
ness of American shipbuilders, and it should be noted 
here that the problem as a whole is two-headed—the 


OcrToBErR, 1908. 


problem of the shipbuilder and the problem of the 

operator, and neither one is to be solved at the ex- 

pense of the other. Free ships might help the latter, 

but would be ruinous to the former, if a business al- 

ready well-nigh killed can undergo further ruination. 
The Fighting Values of Warships. 

A German authority has contributed to a recent 
number of Schiffbaw a study of the values of the prin- 
cipal warships of the world, based upon an arbitrary 
formula which he has devised, and which takes ac- 
count of the various offensive and defensive features 
of each individual ship. Some of the results obtained 
are more or less startling, for he gives the Michigan 
of the American navy a value of 85, as against a value 
of 80 for the Satswma, 77.1 for the Dreadnought and 
sisters, 70.2 for the Nassau, 66.7 for the Lord Nelson 
and 65 for the Danton. After giving in detail the 
figures for twelve battleships and ten armored cruisers, 
he proceeds to take up the types of ships in the various 
navies, and to give totals for battleships and large 
cruisers, and for the entire, fleets. In these latter 
figures it is interesting to note that he has given the 
American Delaware class a value of 100; the Jn- 
vincible, 77; the new 20,800-ton Japanese ships, 90; 


and the new Russian designs of 22,000 tons a value 


of go. 
Without going into the detail in which the figures 
are given, we may recapitulate his final results as 


follows: 


International Marine Engineering 


DISPLACEMENT. FIGHTING VALUE. 
Navy. Ships. 
Per 
Total. Average. Total. Average. Million 
Tons 
Great Britain.| 144 1,736,270 12,057 2,057 14.3 1,185 
United States. 46 593,190 12,895 1,179 25.63 1,988 
Hrance.-- 69 728,900 10,564 1,087 15.75 1,491 
Germany..... 43 507,890 11,811 884 20.55 1,740 
Japaneererer 31 399,710 12,894 788 25.41 1,971 
Russia... 5. . 29 334,440 11,532 538 18.5 1,609 
ital yee 26 276,420 10,632 185 7.12 670 
ZAUS tian 14 104,420 7,459 100 Uoills 957 


It is seen that the United States is given the largest 
average fighting value, with Japan a close second and 
Germany third. Even Russia and France are placed 
ahead of Great Britain. This is due largely to the 
inclusion in the British figures of such old vessels as 
the Collingwood, Colossus, etc., which have already 
been sold for old iron. The British figure is also 
brought low by the inclusion of several cruisers of 
the Arrogant and similar classes, while the, more 
powerful cruiser Olympia ‘is omitted from the Amer- 
ican figures, with corresponding benefit to the Amer- 
ican average. It is interesting to note that the 
Arrogant class is given a credit of only 0.2 point. 
As there are included twenty-nine British cruisers with 
less than one point credit each, this readily explains 
the low British average. The high Russian average is 
due to the inclusion of two battleships of which the 


657 tons. 


453 


keels have not yet been laid, while only four British 
Dreadnought type battleships are shown, the three of 
the St. Vincent class, one of which is already in the 
water, being entirely ignored, as is also the American 
New Hampshire, now some time in service. 

As illustrating the tremendous advance in the power 
of naval ships during the last ten or twelve years, it 
may be noted that the famous Oregon of Spanish War 
fame is credited with 13.13, as compared with 100 for 
the Delaware. 

The “two-power” standard is being maintained 
against all but a combination of France and the United 
States, which shows 2,266 points to 2,057 for Great 
Britain. The Anglo-Saxons have 3,236 points, against 
1,625 for the old Franco-Russian entente; 1,169 for 
the “Dreibund’”’; and 2,794 for the five continental 
powers combined. 


Warships under Construction. 

A contemporary lists in each number the principal 
warships being built for the various naval powers. 
The lists given in the September number form inter- 
esting food for thought. 

Germany is shown to have under construction nine 
battleships, three armored cruisers and six scouts, 
with an aggregate displacement of 226,400 tons. 
Great Britain is second, with ten battleships, one 
armored cruiser and two scouts under construction, 
the displacement being 215,800 tons. The third power 
is France, with six battleships and four armored 
cruisers, accounting for 163,582 tons. Italy stands 
fourth, with five battleships and five armored cruisers, 
amounting to 126,875 tons. 

Of the powers with less than 100,000 tons under 
construction Japan is first, with five battleships and 
one scout, a total of 92,100 tons. Russia is next, with 
four battleships, two armored and one _ protected 
cruisers, accounting for 81,150 tons. The United 
States comes third, with four battleships aggregat- 
ing 72,000 tons. Brazil has three battleships and two 
scouts, amounting to 64,750 tons; while Austria has 
three battleships and one scout aggregating 47,000 
tons. 

The nine powers are building no less than forty-nine 
battleships, fifteen armored and one protected cruisers 
and twelve scouts, with a total displacement of 1,089,- 
The British traditional two-power standard 
would appear to be in danger; for not only is Britain 
building less than France and Germany combined, 
but less than Germany alone. It may be stated in this 
connection that the British figures include all four of 
the St, Vincent class, one of which is in the 1908 pro- 
gram, as well as the fourth of the Indomitable type. 
Similarly the German figures include three battleships 
and one battle cruiser to be laid in 1908. The figures 
would, therefore, appear to be entirely contempora- 
neous. 


454 


Progress of Naval Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States Navy: 


International Marine Engineering 


OcrosBer, 1908. 


Regarding the difference in displacement, the contract 
stated that the ships were to be run at not over 3,750 tons; 
but any saving in machinery weights was to be allowed to 
benefit the contractor. The Chester turbine weights aggre- 
gate 155 tons, as compared with 204 tons in the Salem. The 


ee eet Aug. 1. |Sept. 1 heaviest rotor in the Chester weighs 10.2 tons, as compared 
Fiera, [NaS 5 with 72 tons in the Salem. With regard to this last item, 
South Carolina. .| 16,000} 18% | Wm. Cramp & Sons............ | &%. 5a Fs on, | 
Michigan....... 16000) 184 | New Vork Shipbuilding Go... 60.4 || 65.1  “2Owever, it should be noted that the Salem has only two 
Delaware....... 20,000) 21 | Newport NewsS. B. & D.D.Co.| 35.3 | 40.5 rotors, where the Chester has six. PARSONS. 
North Dakota...| 20,000| 21 Fore River Shipbuilding Co.. ..| 45.7 50.1 
aries a oS BOAT DETR OES: aay 0.9 
Number 17..... 700 Wm. Cramp Wlbsonvde0 +000 . 3 
Number 18..... 700 38 Wm. Cramp &Sons............ 35.7 46.7 ENGINEERING SPECIALTIES. 
Number 19..... 700} 28 New York Shipbuilding Co......| 42.2 47.9 ————— 
Number 20..... 700} 28 Bathslronswiorkseeerticeres Rael ae 20.1 5 0 
Number 21... 700{ 28 | BathIron Works.............. 14. | 20.1 A Heat=-Regulating Device. 

. SUBMARINE TORPEDO BOATS. | A new electric thermostat has just been placed on the mar- 
Number 13..... = Fore River Shipbuilding Co..... | 51.9] 55.7 ket by the Geissinger Regulator Company, 203 Greenwich 
Number 14..... — — | Fore River Shipbuilding Co..... | 51.9 |) 54.5 : F 9 
Nita sae 11. a — | Fore River Shipbuilding Co..... | 50.91 54.1 street, New York, which is entirely different from any of the 
Number poate we ay Lore er eens Sobers alo pees heat-controlling devices at present in use, and is said to pos- 
Number 18..... = — | Fore River Shipbuilding Co... .. 41.8 | 47.9 sess some very marked advantages over all of. them; the 
Number 19..... _— _ Fore River Shipbuilding Co..... | 41.3 46.8 : 3 ee: ‘ 

| | greatest of these being that it is absolutely unaffected by vi- 
v ] CHESTER THe] | ae ea T “ 
SALEM 24 HOURS | | | | 
24 HOURS 12.20 KNOTS | 


11.937 | 


NOTS 


oO 


BIRMINGHAM | 
24 HOURS 
12.228/KNOTS | _ 


Or 


| 


| 


| 
| 
| 
lor 


or 


= 


CHESTER 

24 HOURS 

22.779| KNOTS 
ZZ 


vy) 


w 


NAUTICAL MILES PER TON OF COAL. 
a es 


Ss ae 
| 
| 


a 


24 HOURS ——__ CHESTER 
22.536 KNOTS H 
= j | L |, KNOTS 9 
BIRMINGHAM! BIRMINGHAM 
24 HOURS HOURS |——— 
22.665 KNOTS 24.32 KNOTS 4 HOURS 7 


NAUTICAL MILES PER TON OF COAL, 


| | | | 25.946 KNOTS 


11 12 13 14 15 16 17 “18 19 


20 21 22 23 24 25 26 27 


SPEED IN KNOTS 


CURVES FOR SCOUT CRUISERS, SHOWING NAUTICAL MILES FER TON OF COAL AT VARIOUS SPEEDS. 


Steaming Radius of Scout Cruisers. 


Editor INTERNATIONAL MARINE ENGINEERING: 

Your assumption on page 389 of the September number 
that the power (and, consequently, coal consumption per 
hour) at high speeds of the Salem, Chester and Birmingham 
varies as the cube of the speed is scarcely correct, because 
at these high speeds the index to the power would be consid- 
érably greater than the cube. The better way would be to 
plot the curve, and take the nautical miles run per ton of 
coal at corresponding speeds of each ship. With this idea in 
view, a curve has been plotted, with speed in knots as 
abscissze, and nautical miles run per ton of coal as ordi- 
nates. This curve shows for each ship a definite spot at about 
twelve knots, another at about 22% knots, and a third at full 
speed, varying from 24.32 knots in the case of the Birming- 
ham to 26.52 in the case of the Chester. 

If, now, we take from this curve the nautical miles run per 
ton of coal for the three ships at any desired speed, the radius 
of action can readily be figured from the assumed bunker 


capacity. Taking these figures for the full speed of the 

Birmingham and of the Salem, we find the following results: 
At 24.32 knots: Birmingham. — Chester. Salem. 

Nautical miles per ton...... 1.822 2.28 Dik 

Radius on 950 tons......... 1,730 2,165 1,996 
At 25.946 knots: 

Nautical miles per ton...... 1.73 1.51 

Radius on 950 tons......... 1,643 1,434 


These would seem to show that at 24.32 knots the Chester 
has.a radius 25 percent better than the Birmingham, and 11% 
percent better than the Salem. At 25.946 knots the Chester’s 
advantage over the Salem appears to be 14% percent. 


bration. It will stand being knocked about or hammered 
without being put out of commission, and will operate equally 
well on the counter of a fast steamer or on a railway train. 
Dr. Geissinger hit upon an extremely simple, clever and 
effective method based on the principle that, in a very flat 
arc, a shortening of the chord causes a correspondingly 


greatly increased lifting of the arc at the center. In accord- 
ance with this principle, the thermal element consists of two 
metals having a considerable difference of expansibility; say, 
zine and steel, but other metals may be used. We show a dia- 
grammatic view of the thermal element in elevation and sec- 
tion, as used in the regulation of heat in steamship state- 
rooms. The zinc in this case is the rigid portion of the ele- 
ment, so to speak, and is of a U section; the steel or flexible 
portion being in the form of a light steel spring carried be- 
tween V-shaped steel holders, one of which is made adjust- 
able. The contact point is of platinum, and placed at the 
center of the spring. 

It will be seen that an almost infinitesimal reduction in the 
length between the V-shaped holders, due to a fall in tempera- 
ture, will cause a considerable upward or outward movement 
of the spring at the platinum contact point, causing it to come 
in contact with another point fixed on the frame of the in- 
strument, so closing an electric circuit operating a specially 
designed switch, which, in its turn, closes the heater circuit. 
A peculiar feature of this arrangement of spring is that when 
the contact closes it does so with a definite pressure of about 
4 ounces. This is sufficient to press out all dust or other 


OcrosErR, 1908. 


JANI 2 3 4 s 6 7 8 JAN. 1908. 
6o o ON o ON ow Oo N Oo ON D ON Do N z 
T 

sO 
uw 
x 
re EXTERNAL 
&z 40 
& ga) AVERAGE peala 
a | N | dh & 
w 
4 


CONSUMPITION 


} 00. 72) 
Ht AveRace fO-® 


CALCULATED | | 
DAY CONSUMATION 
AVERA' (ASP 


| CALCULATED 
NIGHT CONSUMPTION 


AVERAGE WATTS PER HOUR 


foreign matter, and, together with all absence of vibration, 
accounts in a large measure for the fact that after continual 
working for over two years the contact points show no signs 
of oxidization. It is hardly necessary to point out that, when 
the temperature increases, the reverse action takes place, the 
heater being thrown out of action. 

So sensitive is the element, when unprotected by a casing, 
that the heat of the hand or of the breath is sufficient to 
break the heater circuit. If an incandescent lamp be substi- 
tuted for the heater it is possible, by breathing on the ther- 
mostat, to produce the peculiar phenomenon of blowing out 
an electric lamp. 

Many uses to which this thermostat can be applied will at 
once suggest themselves, such as, in addition to controlling 
the temperature of staterooms, the controlling of temperature 
in refrigeration tanks and holds in meat-carrying steamers, 
the maintaining of a definite temperature in the shell rooms 
and magazines of battleships, by controlling the action of the 
refrigerating machinery used for cooling the same. In this 
case the electric portion of the instrument is entirely outside 
the magazine. The company is now perfecting the application 
of the instrument to the regulation of steam heat, which, when 
completed, will enormously increase its field of usefulness. 

The thermostat, as designed for use in staterooms, is fitted 
with two thermal elements, either one of which may be set to 
a given temperature independently of the other. This ar- 
rangement enables one element to be set at whatever day tem- 
perature the occupant of the room requires; the other, to the 
desired night. temperature. The placing of a three-point 
switch is all the occupant of the room requires to get day or 
night temperature, or no heat at all. This arrangement pre- 
cludes the necessity. of any tampering with the instrument by 
incompetent persons. 


JANIS. 16 7 18 19 20 2t 22 JAN.1906, 
oP TT DM OFT FF nm DTD Re fF Mm 8 


60 
Sd Ie SaaS 
w 
& 
2 | Teeatin 
| K NAW 0.S3 
< 40 7 TEMP. "S24 
rr 
B 5 
Fe 
2 ] 
1 eal 


DAY CONSUMPTION | 
NIGHT oo. | 


Tana] I 0.672 
nN. 


CALCULATED 
AW CONSUMPITION 


AVERAGE WATTS PER HOUR 
. 
° 
° 


Avedaee wv 


| chccullareo| 
, | bering CONSUMPTION 
=i i 2 


International Marine Engineering — 455 


As an example of the saving to be effected by the use of the 
instrument in controlling the heating current in steamship 
staterooms electrically heated, the appended charts of obser- 
vation taken on board the Oceanic will be of interest. It will 
be seen that with the regulation of the heat under the control 
of the passengers themselves, the amount of current used was 
nearly as great with a mean atmospheric temperature of 53° 
F. as when the mean temperature was 16 degrees lower. The 
lower curves on the charts show the amount of current that 
would have been required had every room been controlled by 
a Geissinger thermostat, the difference between the two voy- 
ages in this case being most apparent. The saving in cur- 
rent would have amounted to nearly 50 percent, based on 
maintaining a day temperature of 70° F. and a night tempera- 
ture of 64° F. The saving in expense, taken for the seven 
months when heat is desirable, and based on one hundred 
heaters, would be $1,225 (£252). 


: An Electric Winch. 

The winch illustrated is placed on the market by Chambers, 
Scott & Co., Motherwell, near Glasgow, and is said to be 
characterized by both speed and economy in handling loads. 
It is designed for cargo purposes, and is both more silent and 
efficient, as well as easier to work, than the ordinary steam 
winch. The arrangement in general resembles existing types 
of cargo winches, with a center drum and warping ends. The 


? 


details of parts and methods of working, however, are quite 
different. 

A box sole plate carries all the parts, the gear being 
mounted on two standards, with the motor at the rear, and 
with provision made for fastening the whole to the deck. 
The main drum is provided with a clutch and powerful foot 
treadle brake, so that lowering can be effected very rapidly 
without current; the warping ends during such an operation 
remaining stationary. The gearing, motor control apparatus 
and cables are located in built-in steel covers, for protection 
from the weather. When used for warping, absolute control 
is assured by the operating gear and the drums, which are 
placed entirely clear of the body of the winch, are fitted with 
electric brakes, and are automatically held by the magnetic 
brake when the controller is in the “off” position. 


An Improved Adjustable ‘‘S’’ Pipe Wrench. 
This wrench is a new product of the Billings & Spencer 


450 


International Marine Engineering 


OcrTosEr, 1908. 


Company, Hartford, Conn., and in general design it follows 
the lines of their regular adjustable “S” wrench; but it has 
a serrated jaw for use on pipe. Every part is a drop forging 
from steel, and the jaws are hardened. The sliding jaw is 
fitted in a double groove, which greatly adds to the strength 
of the tool. The patent thumb screw on the adjusting nurl 
securely locks the jaw at any desired opening. 

The wrench is made in three sizes, 6, 8 and to inches. It is 
of careful workmanship throughout, and its design is such 
as to make it very useful in confined places, where an ordi- 
nary wrench would be inconvenient. 


Another Revolution Counter. 


An instrument placed on the market by Schuchardt & 
Schiitte, 136 Liberty street, New York, will register from 
zero to 10,000 in either direction, and will then repeat. It can 
be easily set to zero from any number. The digits are lined 


up in a row for direct reading, doing away with the often 
puzzling use of a pointer and dial. For adjusting, a pinion 
with small toothed wheel at the back of the counter is 
screwed into a hole marked “R,” or another marked “L.” If 
set at R it must be used only for recording right-hand revo- 
lutions, and similarly for L. A number of arrangements are 
provided for arbitrarily setting the register at any desired 
figure or at zero, which could best be appreciated by trial. 


TECHNICAL PUBLICATIONS. 


Deutscher Schiffbau, 1908. Edited by Prof. Oswald 
Flamm, editor of Schiffbau. Size, 8 by 11% inches. Pages, 


230 -+ xx. Figures, 239. Berlin, S. W., 68: Carl Marfels 


Company. Price, 3 marks (paper covers). 

This is a review, not only of German shipbuilding in 1908, 
but of the development of the industry throughout a long 
period of years. It is divided into thirteen chapters, cover- 
ing, respectively, the development of the German fleet; the 
modern construction and the future of piston engines; the 
steam turbine in the propulsion of ships; the development and 
present position of marine boiler and engine construction in 
Germany; marine gas engines; technical education in ship 
construction; the relation of the German iron and steel in- 
dustry to shipbuilding; shipyards; cranes in German  ship- 
buiiding; the German shipbuilding industry; general view of 
the principal laws and classification of merchant ships; elec- 
tric outfits, and ships’ equipments and fittings. Each of these 
chapters is by a separate author, himself a specialist along the 
line covered. 

The illustrations consist of both half-tones and line cuts, 
the latter being apparently very good zines. They are scat- 
tered with considerable profusion throughout most parts of 
the text, and include a great variety of subjects, from ex- 
terior views of ships and boats of various classes to sections 
of these vessels, propelling engines, steering gear, manufac- 
turing plants, ships’ auxiliaries and the thousand and one 
things that go to make up the structure and outfit of a 
modern merchant or war vessel. In the last chapter are 
found anchor chains, two illustrations of Welin quadrant 
davits, submarine signals, Clayton fire extinguishing appa- 
ratus, outfits, ete. The work is splendidly 
gotten out, and gives a very good idea of the German ship- 
building industry in all its branches. 


refrigerating 


Marine Engineering: A Text-Book. By Engineer-Com- 
mander A. E. Tompkins, R. N. Size, 5% by 85% inches. 
Pages, 812. Figures, 403. London and New York, 1908: 
Macmillan & Company. Price, 15/— net and $4.50 net. 

This is the third edition of the work, which has been en- 
tirely rewritten and largely expanded. There are many new 
illustrations and ten new chapters; the thirty-five present 
chapters being grouped into ten sections, covering, respec- 
tively, the introduction, which is so developed as to cover 
the syllabus used in the naval training establishments; marine 
boilers; combustion; the marine reciprocating engine; the 
condenser and feed-water systems; steam; propulsion; auxili- 
aries; care and management; and recent developments, in- 
cluding the steam turbine and the explosive engine. 

Very little space is devoted to obsolescent types of boilers 
and machinery, but the thermodynamics of steam is more fully 
developed, so as to cover the requirements of the sea-going 
engineer. Every effort has been made to. explain matters in as 
simple a manner as possible, without overlooking the practical 
application of mathematics as an essential to the design and 
economical working of marine machinery. The illustrations 
are mainly zinc drawings of the numerous and varied pieces 
of mechanism described, as well as diagrams and charts show- 
ing the expansion of steam, the operation of valve gear and 
the many features of marine engineering usually treated in 
such a book. , 

The main new features of interest are naturally the last 
two chapters, relating, respectively, to the marine steam tur- 
bine and the internal combustion engine. In the former case 
nearly the whole chapter is devoted to the Parsons turbine and 
its various applications on shipboard. Brief attention is given, 
however, to the Curtis and Rateau turbines, both of which are 
now being fitted to some extent on both warships and mer- 
chant ships. The discussion of the internal combustion engine 
includes some material on the use of producer gas. and a con- 
siderable amount of detail on carburetion and ignition of the 
engine. Many engines are illustrated in section, and brief 
mention is made of the system described some time ago in our 
pages of electric transmission in connection with the Diesel 
oil engine. : 

An appendix gives questions from examination papers coy- 
ering the general scope of the text, and with occasional 
answers where these may readily be inserted. The work is 
very much greater in extent than its predecessor of the second 
edition, and appears to form a good working text on the 
general subject covered. 


Amérique et Japon. By John Spartali. Pages, 318. Illus- 
trations, 75. Size, 7% by 11% inches. Paris, 1908: Le Yacht. 
Price, 8.50 francs; post free, 9.25 francs. 


This work, which is given a brief preface by Vice-Admiral 
A. Bienaimé, was called forth largely by the cruise of the 
American squadron around the world, and by the friction 
previously existing between Japan and the United States. It 
is divided into three parts, the first of which deals with 
diplomatic, political and economic questions, and with a brief 
history of ‘the Spanish-American and the Russo-Japanese 
wars. This part comprises ten chapters and about sixty pages. 

The second part describes in some detail the warships of 
the two powers, and it is in this part that most of the illus- 
trations are placed. More than two hundred pages are de- 
voted to these warships, which are taken up in order, battle- 
ships, armored cruisers and other vessels being treated in 
considerable detail, with. illustrations, consisting of both half- 
tones and line drawings, the latter giving the general distri- 
bution of battery and armor. 

The third section, covering about thirty-five pages, deals 
with the personnel of the Japanese and American armies and 
navies. An attempt is made to show the inferiority of the 
American naval crews as compared with the Japanese; while. 


Ocroprr, 1908. 


International Marine Engineering 457 


of course, the army of the United States, by virtue of its 
small size, is likewise considered far inferior to that of the 
rival power. 

The work, which is in French, is valuable mainly by reason 
of the naval data and comparisons which are included. 


Hendricks’ Commercial Register of the United States. 
Size, 7% by to inches. Pages, 1,240. New York, 1908: 
Samuel E. Hendricks Company. Price, $10.00. 

This is the seventeenth annual edition of a work dating 
from 1891, and contains upwards of 350,000 names and ad- 
dresses, classified under: about 33,000 trade headings. The 
index to the contents covers no less than 82 pages, and the 
general scope of the work is such as to make it extremely 
valuable as a buyer’s reference and for mailing purposes. It 
is especially devoted to the interests of the architectural, 
mechanical, engineering, contracting, electrical, railroad, iron, 
steel, hardware, mining, mill, quarrying, exporting and kindred 
industries. It is so arranged as to make for easy reference, 
is fitted for cross reference and is corrected up to date. 


The Proper Distribution of Expense Burden. By A. H. 
Church. Size, 5% by 75@ inches. Pages, 116. New York and 
London, 1908: The Engineering Magazine. Price, $1.00 and 


4/-. 

This is a contribution to the much-vexed question of cor- 
rect cost accounting, and represents a series of articles on the 
subject, which first appeared in The Engineering Magazine. 
The correct distribution of the expense burden is a very 
important and difficult problem, and mistakes in this dis- 
tribution have led to very frequent disaster. The analysis 
conducted in this volume is simple but thorough, and such as 
to appeal to the common sense of the reader. Broad princi- 
ples are laid down by which safe and reliable figures may be 
obtained for machine, piece and job costs. These principles 
will properly distribute all expenses of manufacture, market- 
ing and management, so that the truth may be known as to the 
profit or loss of any line of product, and the cause of any 
change in manufacturing cost may be instantly detected. 

The work is divided into six chapters, as follows: 

Interlocking General Charges with Piece Costs; Distribut- 
ing Expense to Individual Jobs; the Scientific Machine Rate 
and the Supplementary Rate; Classification and Dissection of 
Shop Charges; Mass Production and the New Machine Rate; 
Apportionment of Office and Selling Expense. 


Internal Combustion Engines: Their Theory, Construc- 
tion and Operation. By Rolla C. Carpenter, M. M. E., LL. D., 
and Herman Diederichs, M. E., Professors of Experimental 
Engineering, Sibley College, Cornell University. Size, 6 by 
9% inches. Pages, 597. Figures, 373. New York, 1908: 
D. Van Nostrand & Company. Price, $5.00 net; London: 
Crosby, Lockwood & Son. j 


This is a very comprehensive work, divided into eighteen 
chapters and a complete index, of which the first five chapters 
relate to definitions and theoretical considerations. These 
are followed by chapters on combustion; gas engine fuels and 
gas producers; the fuel mixture; history of the gas engine; 
modern types of engines; auxiliaries; regulation; estimation 
of power; testing; performance of gas. engines and pro- 
ducers; cost of installation and of operation. The book is 
largely compiled from different sources, and is in the main an 
outgrowth of a course of lectures on the internal combustion 
engine delivered to students of Sibley College during the past 
three years. 

The illustrations are scattered through the text in great 
profusion, and include both half-tones and line cuts, depicting 
exterior and sectional views of different types of engines, 
producers and auxiliaries and charts showing the perform- 
ance of engines under various conditions, as well as indi- 
cator cards and theoretical engine cycles, etc. The use of the 


calculus in developing the theory in the first few chapters . 


indicates that the book is intended for the advanced reader, 
but the descriptions and computations in other parts of the 
work are sufficiently clear and simple for anyone interested 
in the subject. 

The last chapter shows in brief, so far as information is 
available, the probable capital cost of an installation of gas 
engines, the cost of erection, operating expenses, etc. It is 
shown most strongly that the question of fuel cost is not 
always the item of greatest importance, a point which is often 
lost sight of in discussions regarding the comparative merits 
of various prime movers. It is realized that reliable informa- 
tion regarding some of the features of this financial problem 
is very scarce, owing largely to the comparative newness, so 
to speak, of the gas engine problem. It is also pointed out 
that many so-called comparisons between prime 
movers, as between steam and gas, are often based upon 
hypothetical estimates that fit only. the particular case under 
discussion, and any generalization of the results obtained 
from such discussions often leads to serious misconception 
and even misrepresentation. 


various 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


Q. 417.—Please illustrate Kent’s method of procuring cylinder diame- 
ters for a triple-expansion engine of 8,500 indicated horsepower at 120 
revolutions per minute and a boiler pressure of 250 pounds per square 
inch. Let the stroke be 48 inches. Mio 18% 18, 


A.—The ordinary horsepower formula is 
IP IL, Al IN 
. 

33,000 
where P is the mean effective pressure referred to the low- 
pressure cylinder; L is the stroke in feet; A is the area of the 
low-pressure piston in square inches, and N is the number of 
strokes per minute. The mean effective pressure is given by 
the formula i 


I, lal, 2, = 


1 + hyp. log. r 
— p>, 
i 
where fi is the initial pressure of the steam in pounds abso- 
lute per square inch; fp» is the back pressure; r is the ratio 
of expansion. 

Using the data given, and assuming that the drop in pres- 
sure between boiler and engine would balance the atmospheric 
pressure (14.7 pounds per square inch); assuming, further, 
a ratio of expansion of 12 and a back pressure of 2 pounds 
per square inch absolute, our formula becomes 

I + 2.4849 
pm = 250 § —————_——._ ] — 2 = 72.0. 
12 

This theoretical mean effective pressure is affected by what 
is known as a card factor, which takes account of the loss of 
pressure between cylinders, and of the rounding off of the 
corners of the indicator cards, due to wire drawing, compres- 
sion, ete. This card factor may be assumed at 70 percent, in 
which case our working mean effective pressure becomes 49.4 
pounds per square inch. 

Reverting to the horsepower forumla, and substituting for 
P, L and N, their values already found or assumed, we may 
solve for A and obtain: 

8,500 X 33 000 
= 5,851. 


A = 
49-4 X 4 X 240 
This would account for a low-pressure cylinder with a 
diameter of about 8614 inches. It may be more convenient 
to use two low-pressure cylinders, each of an area of 2,925 
square inches, or a diameter of 61 inches. 


458 


International Marine Engineering 


OcrtoBeER, 1908. 


Assuming a cut-off in the high-pressure cylinder at 0.6 of 
the stroke, the ratio of area of the low-pressure to the high- 
pressure cylinder would be 12 X 0.6, or 7.2 to 1. The high- 
pressure area would be, therefore, 5,851 + 7.2-—= 813 square 
inches. This gives a diameter of a trifle more than 32 inches. 
The area of the intermediate-pressure cylinder is usually made 
a mean proportional between the high pressure and the low 


pressure. In the present case this would be V 5,851 X 813 = 
2,180. This would account for an intermediate-pressure diam- 
eter of about 52 2/3 inches. 

If we take our cylinders at 32, 53 and 61 inches, remember- 
ing that there are two of the latter, an engine built on these 
figures ought to fulfil the main features of the design. 


PERSONAL 


Carl C. Thomas has resigned the position of professor of 
marine engineering in Cornell University to accept the chair- 
manship of the Department of Mechanical Engineering in the 
University of Wisconsin. Prof. Thomas will assume the 
duties of the new position at the opening of the fall term, 
Oct. 1, of this year. 


Obituary. 


George W. Quintard died suddenly Sept. 5, after a long, 
busy and successful career. Mr. Quintard was the founder 
of the Quintard Iron Works, and was for many years at the 
head of a line of steamers running between New York and 
Charleston, S. C. 


SELECTED MARINE PATENTS. 


— 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


_ American patents compiled by Delbert H. Decker, Esq., reg- 
sane patent attorney, Loan & Trust Building, Washington, 


887,986. STEERING PROPELLER. HARRY L. WARD, LONG- 
BEACH, CAL. 

Claim.—In combination with a boat provided with a stern post and a 
bracket secured thereto, of a removable pin in the bracket, a removy- 
able steering post in alinement with said pin and having a squared por- 
tion and a journal at its lower end, and a tiller at its upper end, a 


rudder, provided with a socket for engaging with said squared portion 
and journal, the central portion and edge of the rudder being recessed, 
curved plates on the rudder to form bearings, two straps on the stern 
post, each provided with a socket for engaging with said pin and jour- 
nal, respectively, in the recesses of the rudder edge, a propeller shaft 
journaled in the bearings of the rudder, having a universal joint on its 
forward end, a propeller on the shaft in the central recess of the rudder, 
ane a shaft in the vessel connected with said universal joint. One 
claim. 


888,390. MACHINERY FOR PROPELLING VESSELS. GUSTAF 
DALEN, STOCKHOLM, SWEDEN. 

Claim 1.—Two hollow coaxial shafts, two turbine wheels, each 
mounted on one of said shafts and rotating them in opposite directions, 
a partition in the inner shaft and means for causing the working fluid 
to pass through a part of the inner shaft on one side of said partition to 
said wheels, and after leaving said wheels through said shaft on the 
other side of said partition to exhaust. Four claims. 


888,503. STEAMSHIP. AMAND M. HUREL, NEW YORK. 

Claim.—A ship, ovoidal in plan, provided with a substantially flat bot- 
tom, with propelling means at one end, and with propelling means at 
each side of its widest portion, each of such propelling means being 
movable independently oF he other. One claim. 


888,274. MARINE VESSEL. GEORGE F. TRISHMAN, OAK- 
LAND, CAL. 

Claim 4.—The combination with a propeller-driven marine vessel, of 
a tube open at each end and extending from a point adjacent to the 


1 


| 
\ tm | 
Fg : | 
Qe 1 We ES a 
¢/| = 


propeller of the vessel upward to a point above the waterline, whereby 
upon the operation of the propeller, air is drawn down through the 
tube and out of the submerged end thereof. Six claims. 


888,586. BOAT-PROPELLING APPARATUS. OHNE. CAR- 
ROLL, PHILADELPHIA, ASSIGNOR TO CO, DEVELOPMENT 
COMPANY, PHILADELPHIA. 

Claim 1.—Propelling mechanism for boats, comprising a fore-and-aft 


motor-driven shaft, a propeller mounted thereon, inclined auxiliary 
shafts geared to said motot-driven shaft at intervals in the length 
thereof, and propellers on said auxiliary shafts. Four claims. 


890,014. MUFFLER OR EXHAUST DEVICE FOR MARINE 
MOTOR. ALVAH BARBOUR, SWANS ISLAND, MAINE. 
Claim 1.—A nozzle for the exhaust pipe of motor boats, having one 


eS ee 
dO LAZZZZZZZTZZZZLLAL LLL 


end adapted to connect with said exhaust pipe and the other end ter- 
minating with a conical, outwardly flaring and rearwardly discharging 
mouth piece, submerged below the waterline, and with its axis approxi- 
mately parallel to the same. Four claims. 


890,045. BOAT. CHARLES E. GRANROSE, PHILADELPHIA. 

Abstract,—The object is to provide a boat with a pair of sliding boards 
on each side of the keel, which are so arranged that they can be 
moved up and down and secured in their adjusted position, so that 
when the boat is on its starboard tack, the port board will be lowered, 
which will prevent the boat from drifting laterally when on an uneven 
keel. Another object is, to provide a boat with curved boards which 
are mounted in curved wells, whereby when lowered and the boat is on 
an uneven keel the board will stand vertically. Two claims. 


890,470. DREDGING APPARATUS. HARRISON S. TAFT, NEW 
YORK, AND ULDRIC THOMPSON, JR., HONOLULU. 

Claim 2.—The combination in a laterally movable dredge, of a verti- 
cally adjustable dredging instrument, a diagram table, mounted on the 
dredge, a tracer movable over the diagram table, and connections be- 
tween the tracer and the dredging instrument to change the position 
of the tracer in relation to the table as the dredging instrument is 
raised or lowered, and means mounted on the dredge to disclose the 
amount of lateral movement of the dredge. Thirty-two claims. See de- 
scription, page 168, April, 1908.- 

890,909. DREDGE. CHARLES C. 


JACOBS, CHICAGO, AS- 


SIGNOR TO F. C. AUSTIN DRAINAGE EXCAVATOR COMPANY, 
CHICAGO CORPORATION. 


a dredge, the 


Claim 1.—In combination of a boat, a_ trackway 


[al 


hinged to said boat and shaped in part at least to conform to the de- 
sired inclination of the bank, an excavating bucket adapted to travel on 
said trackway, and means to actuate said bucket. Eight claims. 


OctToBEr, 1908. 


International Marine Engineering 


459 


890,973. SHIP’S PROPELLER. PADONE FILIPPI,’ PARIS, 
FRANCE. 

Claim 1.—In a screw propeller. a broad, flat circular disk consti- 
tuting the central portion of the propeller, and a plurality of blades ex- 
tending outward from the periphery of said central disk, the forward 


edge of each blade being substantially on a prolonged radius of the 


disk and the rear edge conforming approximately to a tangent of said 
disk, each of said blades having rearwardly turned face, whereby the 
water thrown outward by centrifugal force from the central portion of 
the propeller is received upon the face of the blades, and the formation 
of vortexes at the rear of the propeller is prevented. Three claims. 


891,214. HYDROMOTOR. ANTON GRAF, NEWBURY, MASS., 
ASSIGNOR OF ONE-HALF TO JOHN JOYCE, ANDOVER, MASS. 

Claim 2.—In an apparatus of the character described, a vessel, a 
source of steam pressure, an injector for said pressure, an injector 
chamber in which said injector is located, an inlet duct open to the 
water at the front of the vessel and communicating with said injector 
chamber, into which the water is drawn by said injector, a motor oper- 
ated by the flow of water and the steam pressure, an exhaust duct open- 
ing into the water at the rear of the vessel for the exhaust of the steam 
pressure and water from said motor, and valves controlling said water- 
inlet duct and said exhaust duct. Seventeen claims. 


892,418. HAND-OPERATED MECHANISM FOR 
SVEN G. HALLMAN, HINCKLEY, MINN. : 
Claim 1.—In combination with a boat, a pair of independent hori- 
zontal shafts journaled across the gunwale of the boat, and having down- 


ROWBOATS. 


bY 

wardly bent ends, a hinged propeller blade carried by the downwardly 
bent outer end of each shaft, a rearwardly extending handle secured upon 
the downwardly bent inner end of each shaft, and means for detachably 
connecting said handles. Two claims. 


892,454. BOAT PROPULSION. 
AGO 


Claim 3.—In combination with the hull of a vessel having a water- 
way extending through said vessel longitudinally thereof, a source of 
fluid pressure supply, a jacket surrounding the water passage and 


ARVID T. RONSTROM, CHI- 


opening to the water passage through an annular nozzle; a movable 
means for closing said nozzle, constituting part of the waterway, and a 
connection between the source of fluid pressure supply and the jacket. 
Four claims. 


893,116. SHIP. GEORGE E. WALTON, DAYTONA, FLA. 

Abstract.—The object of the invention is primarily to provide a means 
whereby goods or merchandise, lumber for instance, may be loaded and 
transported without breaking bulk or rehandling when the line of trans- 
portation includes shallow as well as deep-water navigation. There is 
provided a vessel of proper under-water formation to adapt it for deep- 
water navigation, but having no deck housing, save at the bow, whereby 
it is adapted to receive in orderly arrangement a series of barges, such 
barges when in place forming the superstructure of the vessel hull. To 
facilitate the assembling or loading of the barges on the deep-water hull 
and the unloading of the same when the barges are to be used as sepa- 


rated units for shallow-water navigation, the deep-water hull is adapted 
to be submerged to a point where the barges may be floated into or out 
of position, the submergence or raising of the hull being effected by the 
filling or emptying of watertight compartments in the hull itself. Four 


claims. ‘ 
892,572. SIGNAL DEVICE. JOSHUA W. ATLEE, RIVER- 
AON, IN do 
Claim 2.—In a nautical signal device, an apparatus comprising means 


for displaying an inclined bar of light, a sound-producing apparatus, and 
means for simultaneously displaying said light and operating said sound- 
producing apparatus. Three claims. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 


don, W. C. 


1,217. TURBINES. J. ATKINSON, GLENBURN, STOCKPORT. 

Loss of energy incurred on reducing the inlet pressure for governing 
purposes is reduced by arranging an adjustable injector so that the 
fresh steam draws in partly expanded steam from an intermediate point 
or from the exhaust. The invention may be applied to multi-stage ve- 
locity turbines, and in this case the injector may be combined with the 
nozzle delivering to the blades. It may be applied for lighter loads in 
cases where steam at boiler pressure is used for full loads, and a by- 
pass is provided for overloads. The lower stages from which steam is 
drawn may form separate units. Several sets of injector nozzles may 
be used, and they may be hand controlled. It is stated that with this 
device the turbine is shortened, the drum may be of one diameter 
throughout, less leakage occurs at the earlier rings of blades, and lower 
speeds are obtained. 


1,397. MARINERS’ COMPASSES. L. W. P. CHETWYND, F. 
W. CLARK, AND KELVIN & JAMES WHITE, GLASGOW. 

The athwartship and fore-and-aft correcting magnets are carried by 
vertical chains or bands running over sprocket wheels, which are ro- 
tated by means of worm gearing in order to move the magnets to- 
wards or away from the compass needles. The spindles carrying the 
sprockets of the fore-and-aft magnets are rotated by worms on a shaft, 
which may be turned by a hand wheel placed on the squared end. 
Similarly the sleeve carrying the sprockets of the athwartship mag- 
nets is rotated by a worm. The shafts are prevented from rotating 
after adjustment by means of pawl-and-ratchet mechanism. The bin- 
nacle door is provided with pins, which pass over the pawls and lock 
the ratchet mechanism when the door is closed. 

2,807. SHIPS’ BERTHS, ETC. HOSKINS & SEWELL, BORDES- 
LEY, AND C. JOHNSON, HIGHGATE, BIRMINGHAM. 

Relates to berths for ships, dormitories, railway carriages, etc., and 
to couches, seats, settees, etc., of the type having a main bottom frame, 
provided with a folding or turn-down extension, so that they can ac- 
commodate either one or two persons, the wire or other mattress fabric 
being in a single piece, a part of which is adapted to be folded down 
along with the extension. The object of the invention is to provide 
means for supporting and stretching the mattress fabric when the ex- 
tension is turned down, such means also serving to secure and brace 
the extension when the latter is in the horizontal position. The main 
section of the bottom frame is formed of three angle-iron bars, and 
may be slidably supported in brackets on the bulkheads at the head and 
foot of the berth. The extension is formed of three bars and is con- 
nected by butt hinges to the frame. Secured to the frame by means of 
brackets is a rail, which lies at a sufficient distance below the mattress 
to prevent an occupant of the berth from resting upon it. 

3,096. SHIPS AND BOATS SUPPORTED ON ROLLERS. A. 
FAYOL, BORDEAUX, FRANCE. 

In that type of vessel in which the body is supported on smooth ro- 
tatable rollers or floats, depending longitudinal keels are fitted, and be- 


tween them the propeller works. The boat is formed by a frame and 
carrying shafts, on which float-cylinders freely ‘rotate. Two parallel 
keels are provided, and also cross-pieces, which support a platform for 
the steersman. In a cage is mounted the screw propeller, which is 
actuated by a motor through chain or other gearing. Two cars for the 
reception of passengers, goods, etc., connected by stays, rest freely on 
the platform so as to be automatically detached if the propulsion ap- 


paratus sinks. An aé€rostat may replace or supplement the  float- 
cylinders. 

4,037. COALING SHIPS, ETC. A. BLIEDUNG, HAMBURG, 
GERMANY. 


In automatic coaling apparatus for bunkers and like spaces in which 
a scraper conveyer having a number of closable apertures in its channel 
is arranged at the top of the bunker, in order to enable the storage space 
to be entirely filled, the chain carrying the scoops or buckets is di- 
verted horizontally by passing it around rollers mounted on vertical axes. 
The channel, which is arranged under the bunker deck or on a second 
ceiling or deck, is of a depth equal only to that of the height of the 
rollers and scrapers, and thus takes up a very small space. The ma- 
terial is carried around from the loading shoot and is deposited into any 
part of the bunker through apertures, which may be closed by doors. 


460 


International Marine 


Engineering OctosrrR, 1908. 


3,455. SCREW PROPELLERS. W. M. BERGIUS, GLASGOW. 

Relates to means whereby the blades of a propeller which are adapted 
to feather or fold may be operated by a key from the deck or hold of 
the vessel. The two blades, which are secured to the boss by a bolt, 
can be turned into the effective radial position, or the idle position, by 
means of a key at the end of a shaft. This shaft is carried by a 
bracket, or is guided by a stuffing-box carried through the hull. ‘The 
key fits over the bolt head and engages with snugs at the root of each 
of the blades, the shaft being first turned into suitable position, indi- 
cated by marks thereon. 


3,502. SHIPS. J. A. RAMAGE, HEPBURN, DURHAM. 

In cargo vessels which are fitted with permanent central longitudinal 
bulkheads, the hatchways are made as long as possible and of the 
full width of the deck, with the exception of a portion at each side suff- 
cient to maintain the strength of the structure. Each hatchway is di- 
vided into two portions, of a width nearly equal to an ordinary hatch- 
way, by a longitudinal girder, which may be of triangular, round, or 
other section. The ends of the girder are attached to the end cover- 
ings of the hatchway and to the deck. The longitudinal bulkhead may 
extend through the engine and boiler rooms, but always extends through- 
out the cargo spaces. The hold beams are dispensed with by employing 
strong frames, and strong gusset plates avoid the use of hold pillars. 


3,524. 


ante SHIPS’ LOGS. H. G. A. KLAPPROTH, HANOVER, GER- 
In ships’ logs and speed indicators of the kind in which a plate is 
subjected to water pressure, an inelastic plate is pivoted to a bracket on 
a cylinder, and bears against a knife edge attached to the piston, from 
which the pressure is communicated by means of viscous oil or glycerine 
to a manometer, which may be empirically divided to indicate speed. 


3,531. SHIPS. W. DOXFORD, ‘SUNDERLAND. 

In vessels for carrying an easily shifting cargo in bulk, inner up- 
right walls are fitted some distance in from the hull, and so arranged 
that when the vessel is transversely inclined within the usual range of 
inclinations of the vessel at sea, the weight of the cargo and the buoy- 
ancy create a restoring couple in all conditions of loading. The spaces 
between the cargo hold and the outer shell may be used for water bal- 
last, or be left empty. In some cases the bottom is reduced in depth as 
much as loading regulations will permit. 


3,614. SHIPS’ STEERING GEAR. SIEMENS BROS. DYNAMO 
WORKS, WESTMINSTER, AND H. WRIGHT, STAFFORD. 

The tiller rods are operated by hydraulic rams supplied with fluid 
under pressure by a single pump, operated by a rotary motor. The 
pump is provided with a device whereby it is automatically put in and 
out of action when the moving part is started and stopped, thus en- 
abling the motor to run continuously. A control valve regulates the 
admission of the fluid from the pipe to one or other of the rams, and 
simultaneously the exhaust from the other ram to a tank. The pump is 
driven by the motor, and is held out of action by any suitable device 
when the valve is closed. 


3,930. SCREW PROPELLERS. A. H. HAVER, NEWCASTLE- 
ON-TYNE. 


_The blade area is disposed much more along the shaft than in a radial 
direction, and the central portion near the shaft is cut away so that 


the rear part of the blade works in a separate part of the water. The 
blades may be affixed to a boss, tapering towards the after end and 
slightly tapered towards the fore end. Two sets of blades may be 
used, each with their centers cut away and disposed one within the 
other, and attached to bosses. The concentrically-placed blades may be 
rotated in opposite directions, or one may be stationary and the other 
rotating. ‘ 


4,445 AND 4,446. TURBINES. B. LJUNGSTROM, STOCKHOLM, 
SWEDEN. 

The vanes and guide blades of radial-flow turbines consist of per- 
forated cylinders, the blades being supported by terminal and intermedi- 
ate rings. The cylinders or blade rings are either made in one con- 


tinuous piece, or the vanes and supporting rings are made separately, 
and are afterwards connected together. A single-stage marine turbine 
is formed with two expansion chambers. The stationary blade rings are 
secured to plates. By forming the blade rings in the above manner, the 
blades may be made with a very small radial extension, whereby the 
total diameter of the turbine is reduced. 

Sets of turbine vanes are made in one piece in the form of perforated 
plane rings, cylinders, cones, etc. The holes are cut from the solid by 
a tool which is reciprocated longitudinally, and rocked so that the sides 
cut alternately. In modified forms of grooves, two or more tools are 
employed to cut the slots, acting from the same or from opposite sides. 
Side tools may be employed to trim the ends of the slots, the cuttings 
being removed by oil jets. 


4,509. SCREW PROPELLERS. G. MACKANESS AND J. 
BARNES, SYDNEY, AUSTRALIA. 

In screw propellers of the kind having manifold blades of. varying 
diameters arranged in clusters aslant of the boss, the blades are simi- 
larly proportioned up to the limit of their diameters, each blade being 
similar to the one preceding it, but with a portion of the outer end 
removed. The ratio of the areas of the smallest and largest blade being 
determined, the diameter of the smallest blade is obtained, and the 
diameters of the intermediate blades are arranged so that the areas of 
the blades gradually diminish. The blades overlap slightly when viewed 
in end elevation, and are arranged upon the boss in the opposite direc- 
tion to the pitch. 


ze 


NSS SST] 


Y_ LY 
Y ZIZIZIZL/N 
a 


4,509. 4,754. 


4,754. STEERING GEAR. W. G. GIBBONS, EDINBURGH. 

In a device for absorbing abnormal shocks, such as those due to a 
heavy sea striking the rudder, a clutch member, keyed to the steering 
shaft, but free to slide endways upon it, has upon one end a series of 
faces inclined to the axial plane. These faces engage with counterpart 
inclined faces on a second clutch member, which is free to rotate upon 
the shaft, but cannot move endways. ‘The latter member is operatively 
connected to a pinion which is loose on the shaft, and is driven from the 
steering gear through a friction clutch. The inclined faces are in series 
of Oppose hand, so that control of movement in either direction is 
effected. 


5,660. SHIPS’ PROPELLER 
J. T. DUNCAN, CARDIFF. 

The plating of the roof of the propeller-shaft tunnel is made con- 
tinuous from side to side of the ship for the entire length of the ship 
from the engine-room bulkhead to the stern bulkhead. The wing por- 
tions constitute ballast tanks, and provide an uninterrupted floor to the 
hold space. 


SHAET, TUNNELS, TANKS. 


6,253. 


SIGNALING. J. 


6,253. 


SUBMARINE 
KNOTT END, LANCASHIRE. 

Relates mainly to the disposition of the microphonic contacts on the 
diaphragm or blade of the receiving instrument for submarine sound 


SOUND GARDNER, 


signaling. The pulsatory currents, generated at the telephonic trans- 
mitter which receives the sounds, and flowing in the coils of the magnet, 
if of the proper frequency, cause the armature and. tuned strip to 
vibrate. When the strip is at rest, a constant current flows through 
the electrodes of the microphone, and holds a signal-operating electro- 
magnetic device, which is in series with the electrodes, in  po- 
sition; but on the arrival of the appropriate sound at the re- 
ceiving transmitter, the electrode is vibrated and an increase in 
resistance at the point of contact of the electrodes takes place, and the 
resulting diminution of the current causes the signal-operating electro- 
magnetic device to be actuated. According to the present invention 
there is very little vibration of the weighted strip near its fixed ends, 
and the change from the vibrating part to the non-vibrating part takes 
place with comparative suddenness. 


International Marine Engineering 


NOVEMBER, 1908. 


a 


it 


THE SHIPBUILDING AND ENGINEERING COMPANY OF BURMEISTER & WAIN. 


BY AXEL HOLM, 


This company, which employs 3,000 workmen, made its first 
appearance in 1846. The firm then was called the Baumgarten 
& Burmeister Engineering Company, and employed only thirty 
men in a little workshop in the middle of the town (Copen- 
hagen, Denmark). In 1851 the firm leased a small shipbuild- 
ing yard near the present company’s engineering department, 
in the Copenhagen inner harbor, on the Christianshavn side, 


up area, and 6% acres water area belongs to the shipbuilding 
department. j 

As may be seen from the accompanying plan, the yard pos- 
sesses four large building berths, three slips, a graving dock 
and a large floating dock. The building berths are 420 feet, 
350 feet, 300 feet and 250 feet in length, with all necessary 
derrick cranes and electric winches for handling the materials ; 


THE FLOATING DOCK IN THE OUTER HARBOR AT COPENHAGEN. 


where they launched their first wooden steamship in 1854, the 
paddle steamer Hermod, and from this unpretentious be- 
ginning grew gradually the present large company. In 1872 
the present yard on the island of Rephalen in the outer harbor 
was established, and at the same time the whole work was 
transferred to a joint stock company, under the name of the 
Burmeister & Wain Shipbuilding & Engineering Company. 
The first ships launched here were ships Nos. 83 and 84, the 
steamships Christiania and Christian IX., on the 12th of 
April, 1874. 

Now the company occupies in the inner harbor an area of 
9 acres, where only the engineering departments are situated, 
and on the island Rephalen 18 acres of land, a partially filled 


the slips are two, 275 feet in length and one 310 feet, operated 
by hydraulic power. The graying dock, which is capable of 
holding ships of 10,000 tons, is 470 feet in length, 64 feet 9 
inches in breadth and 23 feet depth at sill, and is divided into 
two smaller compartments by steel caissons. The dock was 
built in 1894, of granite concrete (in this year a great fire burst 
out on the island and partially damaged the gates under 
construction). Of the four steam eentrifugal pumps for this 
dock are three with 20-inch suction and one with 8-inch 
suction, the common discharge channel being 3 feet 6 inches by 
2 feet 3 inches. On the dock quays are traveling cranes of 
15 tons capacity. 

In 1906 a great floating dock was purchased in Antwerp 


International Marine Engineering NoveMBER, 1908. 


SHIPBUILDERS, COPENHAGEN, DENMARK. 


THREE VIEWS IN THE ENGINEERING SHOP OF BURMEISTER & WAIN, 


ON THE HAULING-OUT SLIPS. 


and towed to Copenhagen. This dock measures 493 feet in 
length, 98 feet in breadth outside, 70 feet inside and 23 feet 
depth over keel blocks. The dock’s lifting capacity is 11,500 
tons, and it is divided into two parts, 3/7 and 4/7, for two 
smaller vessels. The machinery is all newly installed and 
works by electricity. There are seven centrifugal pumps, 
operated by electric motors, at 220 volts and 440 amperes, and 
six winches for hauling and hoisting purposes. The lighting 
is also electric, and means are provided for the use of electric 
drills, as also for pneumatic tools; all power is developed 
from the yard’s power station on shore. The passage from 
dock to yard is provided for by means of a 17-foot wide 
floating bridge. 

In respect to tools, machines and cranes the yard’s whole 
outfit is up to date. There are three steam cranes of 5 tons 
lifting power, traveling on a wide gear system of rails; one 
mast derrick, too feet in height, with a lifting capacity of 10 
tons, and several small derricks and overhead cranes for hand 
and electric power. The power plant consists of two steam 
dynamos of 400 horsepower and one of 300 horsepower, as 
also a great accumulator battery and an air compressor of 
150 horsepower. There are three Babcock & Wilcox water- 
tube boilers of 1,850 square feet heating surface and one of 
90 square feet, together with a marine boiler of 90 square 
feet, all working with a pressure of 150 pounds per square 
inch. The machine tools are all driven by separate motors; 
220 volts are used for power and 110 volts for lighting. 

Several punching and shearing machines for plates and 
profiles, hydraulic manhole punchers, pressers and riveters, a 
hydraulic cold flanging machine, plate bending rolls and 
manglers, edge planing machines, a plate joggling machine 
and a corner planer for joggled plates, beam benders, beveling 
machines, saws, drills and countersinkers, etc., all of English 
make, are distributed in the shipbuilding shop at the east side 


A CORNER OF THE SHIPBUILDING SHOP. 


NOVEMBER, 1908. 


of the yard and in open air. In the shop also are installed 
the great plate and angle oven, the bending slabs and the 
scrive boards. In connection with the construction depart- 


International Marine Engineering 


463 


find another large building sheltering the joiner shops, the 
carpenters’ shop, a small engine repairing shop, the canteen 
and the drawing offices, etc. 


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ENGINEERING DEPARTMENT OF BURMEISTER & WAIN, 


ment are built small shops for coppersmiths, blacksmiths and 
locksmiths, these departments having their main shops at the 
engineering department on Christianshavn. At the yard’s 
northern side is the large store building, and at the south we 


CHRISTIANSHAVN, COPENHAGEN. 


The engineering department on Christianshavyn is also up 
to date, owing to the several great newly-erected shops, large 
purchases of new pieces of land, newly-provided modern 
machine tools, enlargements, etc. The power distribution here 


404 


International Marine Engineering 


NovEMBER, 1908. 


| 


GENERAL VIEW OF THE SHIPYARD OF BURMEISTER & WAIN, COPENHAGEN. 


is also electrical throughout, direct-current motors being used. 
In the power station are installed two vertical triple ex- 
pansion engines of about 4co horsepower, and one large hori- 
zontal compound tandem engine of about 2,000 horsepower 
(the greatest of this type in Scandinavia and from the com- 
pany’s own works), all coupled to direct-current dynamos, 
giving 220 volts for power and 110 volts for lighting. The 
boilers are: one Babcock & Wilcox of 435 square feet heating 
surface; two Lancashire boilers of 285 square feet each, and 
three other Babcock & Wilcox, each of 722 square feet heat- 
ing surface; all with mechanical stokers and superheaters. 
The working pressure is 150 pounds. There is also installed 
an air compressor of about 150 horsepower. On rails running 
between all departments travel two steam “jumboes” of 3 and 
7 tons capacity, and one locomotive for transport of boilers, 
scrap and heavy work. 
The new and fully modern engine shop is divided into three 
bays; the main bay is 350 feet in length, 67 feet 6 inches in 
breadth and 42 feet 6 inches in height. One side bay is 260 
feet in length, 51 feet in breadth and 4o feet in height; while 
the other side bay is 260 feet by 56 feet and 23 feet in height, 
and over this bay is installed the large cream separator works 
in two stories, each about 16 feet in height. In the engine 
shop are three electric overhead cranes of 30, 20 and 12 tons 
lifting power, with auxiliary lifts. The machine tools are all 


new and up to date, with separate electric motors and of — 


English, German and American manufacture. Among others 
is installed a large turning lathe for propeller shafts, driven 
by a 7-horsepower motor—the largest lathe in Scandinavia. 
Another lathe is capable of turning shafts 65 feet in length, 
etc., all working with high-speed steels. 

The shops are wooden paved throughout, and dressing 
rooms and lavatories are provided for the laborers’ use. The 
heating is through hot air (the Buffalo system), 4,600,000 
cubic feet of hot air being delivered per hour; the exhaust 


steam from presses and steam hammers is used for this 
purpose. 

The boiler works occupy two shops, 295 feet in length, 49 
feet 3 inches in breadth and 42 feet 9 inches in height, and 
here are arranged two overhead electric cranes of 10 and 40 
tons lifting power, also with auxiliary lifts, besides two 
smaller ones for 3 and 5 tons. The shops are fitted with 
hydraulic riveting engines in pits, vertical plate rollers, cold 
flanging machines and several boring and planing machines, 
etc. Also, there is installed a large plate oven, heated by gas. 
The work is capable of delivering all kinds of boilers up to 
the largest sizes in use. 

The great forge shop is 390 feet by 51 feet by 72 feet in 
height. The two overhead cranes here are of 35 and 20 tons 
capacity, the 35-ton crane having an auxiliary lift of 5 tons 
capacity, and several other small cranes are installed. There 
are seven steam hammers of different sizes and makes, with 
the accompanying furnaces. Three gas generators supply gas 
to six heating furnaces for large forge pieces, which are 
worked out by means of two hydraulic presses of 1,200 and 
2,000 tons pressure, respectively. There is in addition another 
hydraulic press of 800 tons pressure, with separate coke fur-— 
naces, and a 6-ton crane. The presses are all of German 
make, and the 2,o00-ton press has just been installed. The 
manufacture of shafts and heavy forge pieces has, through 
these excellent tools, increased to about 3,000 tons a year in 
1906, against 1,0co in 1899. A great deal of the output is 
exported to Scotland, England, Norway, Finland and North 
Germany. The ingots for these forgings were formerly taken 
from Germany, but now a large Martin steel works is under 
erection. 

The great foundry is an almost new building, erected in 
1900, of steel framework, with brick filling (the engine shop 
also is partially steel and brick-built). The building is 280 
feet in length, with three bays, the middle bay being 52 feet 


THE ENGINEERING DEPARTMENT AT CHRISTIANSHAVN, IN THE INNER HARBOR. 


s 


NoveMBER, 1908. 


International Marine Engineering 


465 


THE 2,000-HORSEPOWER ENGINE AND DYNAMO IN THE ENGINE ROOM. 


6 inches broad and 46 feet high, and the two side bays 32 feet 
9 inches broad by 26 feet 3 inches high. Here travel three 
overhead cranes of 20, 20 and 10 tons lifting capacity. Three 
cupola furnaces, two drying hearths and several casting pits 
are arranged for, and the foundry can deliver pieces up to 25 
tons. A metal foundry is also located here. The sand blast- 
ing for cleaning takes place in a separate house close to the 
foundry. : 

In connection with this iron foundry is the new Siemens- 
Martin plant under erection. It is planned for a yearly output 
of 10,000 tons, and the shop, built of steel framework, has a 
ground area of 148 feet by 72 feet 6 inches, and is 51 feet 
high. The shop will be equipped with one Martin furnace of 
Swedish pattern for charges of 20 tons, with four generators 
producing the necessary gases. For handling the raw material, 
the scrap and pig iron, a 6-ton electric molding crane and 


MAIN ENGINE FOR IMPERIAL YACHT STANDART. 


electric elevators are to be installed, together with the neces- 
sary cranes for the coal and scrap from barges. In the shop 
will also be arranged an overhead electric crane of 35 tons 
lifting power, with an auxiliary lift. The work is intended 
only to deliver ingots for forgings and cast steel pieces. 

In the Christianshavn plant are a testing house for Diesel 
motors, a model joinery with roomy storehouses, stores for 
cream separators, a laboratory, a testing dairy, coppersmithy 
and painters’ shop; and close to the main entrance are 
situated the large and well-lighted drawing offices (for about 
thirty men) and the several managing offices for both yard 
and engine department. 

Among the several prominent works done by the firm may 
be mentioned the Russian imperial steam yacht Standart, the 
Russian cruiser Bojarin (lost in the Russian-Japanese war), 
together with several large cargo and passenger steamers, 
and the whole engineering outfit for the. large pumping 
stations for the Copenhagen drinking water supply, and for 
the electric power and light centrals of Copenhagen, Stock- 
holm, St. Petersburg and Baku, etc. 


THE SHEARING STRENGTH OF RIVETED SEAMS 
IN SHELL PLATING. 


BY R. E. ANDERSON. 

In the. design of vessels of certain types it frequently be- 
comes desirable to investigate the longitudinal shearing forces 
which will obtain in the seams of the shell plating, in order 
to be certain that sufficient strength is provided in the riveted 
connection. The exact nature of these longitudinal or hori- 
zontal shearing forces is not always clearly appreciated. The 
consideration of one or two simple examples should, how- 
ever, make the matter clear. 

If we take a book having limp covers, or a pile of paper 
or cards, and bend it, it offers very little resistance, and we 


_ notice that the leaves or the cards slide slightly upon each 


other. This is because each leaf retains its original length; 
there is nothing to make the leaves on one side compress and 
those on the other side stretch, as they would if they were 
well glued together, and so each leaf bends separately. 

' Similarly, if we take four or five boards, and, laying them 


400 


International Marine Engineering 


NovEMBER, 1908. 


one on top of another, use them thus as a beam to support a 
load, they will bend considerably if the load is a heavy one. 
If we have made some pencil marks on the edges of the 
boards we will find that there has been a slight sliding of the 
boards upon each other, and that this sliding is greatest 
near the ends. We can prevent the sliding by spiking the 
boards together. If we put in only one or two spikes we shall 
not prevent the sliding, because the wood around each spike 
will crush,,or perhaps, if we have used wooden dowels in- 
stead of spikes, the dowels will break; but 1f we put in enough 
spikes or dowels we can prevent the sliding altogether, and 
the beam will not bend under the load nearly as much as it 
did before the spikes were put in. The tendency for the 
boards to slide upon each other will be just as great as before, 


Now, all the fibers above BB’ are in tension, but since the 
bending moment at B is greater than at B’, the tension on any 
given fiber is greater at B than at B’. Thus, on the plane AB 
there is a total pull which is greater than the pull on A’B’, 
and were there nothing to resist it the whole block ABB’A’ 
would begin to move to the left. It would not be prevented 
from moving by the portion of the beam to the left, nor by 
the portion to the right, for a precisely similar tendency 
exists for these portions of the beam to move also in the 
same direction. Motion is, however, prevented by the fact 
that the portion below BB’ has much less tendency to move, 
or rather, considering the entire portion below BB’ to the 
lower edge of the beam, has an exactly equal tendency to 
move in the opposite direction, and the ability of these por- 


Section at AC 


FIG. 1. 


but it will be taken up by the spikes. This tendency to slide 
is the longitudinal shearing force, and it develops a shearing 
stress in the spikes. If the beam had been a solid piece of 
timber instead of being made up of a number of layers, the 
longitudinal shear would still have existed, but it would have 
been resisted by the shearing strength of the timber? itself 
instead of by the spikes. 

It will be seen that the capability of the spikes to resist the 
shearing force determines whether the beam will act as a 
unit, or only as several thin boards. Before we spiked the 
boards together the beam could bend by bending each board 
independently ; after we put the spikes in the beam could bend 
only by stretching the boards on one side and compressing 
those on the other. It is evident, then, that if a complicated 
riveted structure is to act as a unit, and is to obey the laws 
upon which the ordinary formule for the strength of a girder 
are based, and which assume that the stresses and the con- 
sequent stretch and compression of the material are in direct 
proportion to the distance from the neutral axis, its various 
parts must be so connected together that their tendency to 
slide upon each other is efficiently resisted. In order to 
provide for resisting the tendency to slide, we must know 
how great that tendency is; in other words, we must know 
the value of the longitudinal shearing force. 


DERIVATION OF FORMULA. 


Consider, for example, the upper side of a beam which is 
so loaded as to put the lower side into compression and the 
upper side into tension; that is, it is fixed at one end and 
loaded at the other (Fig. 1). Assume that we wish to in- 
vestigate the forces acting on the plane BB’, which is some- 
what above the neutral axis; and in order that our problem 
may not be unduly complicated we will let BB’ be relatively 
very short. 


tions to resist their tendency to slide upon each other con- 
stitutes the longitudinal shearing strength of that part of the 
beam on the plane BB’. 
It is necessary here to assume acquaintance with the ele- 
mentary formula for the stress in a beam: 
My 


~~, 
| 


where fp is the intensity of the stress in any fiber distant y 
from the neutral axis. M is the bending moment on the beam 
at the point in question, and J is the moment of inertia of the 
cross section of the beam. 

Now to determine the whole amount of pull on the portion 
AB of the beam, we must multiply together the area of that 
portion by the average intensity of the pull. This average 
intensity will be the same as the intensity of the pull on that 
fiber which is at the center of gravity of the portion we are 
considering. We must therefore multiply together the num- 
ber of square inches in the portion ABB and the pull per 
square inch at the center of gravity of ABB. 

Now let y’ be the distance from the center of gravity of 
ABB to the neutral axis, and let a be the area of ABB. Then: 
the average pull per square inch is 


M y’ 
p — 3 
if 
and the whole pull on ABB is 
My'a 
P= ——_. 
If 
Likewise, the whole pull on A’B’B’ is 
M’y'a 
— 
if 


NovEMBER, 1908. 


The difference between these pulls, or the whole shearing 
force on the plane BB’ (which force we will call F), is 


My'a M’'y'a 
ke — ; 
I I 
or 
‘ ya 
— Ci Si oases opoodace (1) 
I 


It is now necessary to find the value of I —M’. Consider 
again Fig. 1. We can cut the beam through at A’C’, and 
leave the conditions at AC unaffected, provided we replace 
all the internal forces acting on A’C’ by external forces of 
like nature and value. We have on A’C’ a direct pull above 
the neutral axis, varying in intensity from nothing at the 
neutral axis to a maximum at A’, and this we can replace by 


International Marine Engineering 


This gives the whole shearing force on the plane BB’. To 
get the stress per square inch we must divide by the area 
affected, which is b & d, where b is the breadth of the beam 
at the point in question. 

We observe also that the quantity y’ a is the statical moment 
of that portion of the cross section of the beam which is out- 
side of the plane of shear BB’. Representing y’ a then by m, 
and dividing by b & d, we have finally for shearing stress 
per square inch on any longitudinal plane at a given dis- 
trance from the neutral axis: 


mS 


FIG, 


an external force or a series of forces acting in the direction 
of the beam. In like manner we can replace the compressive 
forces below the axis by external forces also acting in the 
direction of the beam. There remains, however, the vertical 
shearing force tending to make the portion to the right of 
A’'C’ slide downwards. This may be replaced by an equal 
external force, which we will call S, the vertical shear on the 
section. These three forces, or series of forces, completely 
replace all those acting on the plane A’C’, and the conditions 
at AC will therefore be unchanged. 

Now, the bending moment on AC must be the sum of the 
moments of these forces. The moments of the pulling forces 
above the axis, and of the compressive forces below the axis, 
must be the same at AC as at A’C’, since these forces act in 
the direction of the beam, and their sum is M’, since it was 
M’ that they replaced. If d be the distance between AC and 
A’'C’, the moment of S is Sd. 

We have, therefore, for the bending moment at AC, 

M= M’ — Sd, 
whence 


This is true so long as d is a comparatively short distance, 
or rather so long as d is not too great for the force S to be 
regarded as practically constant. Putting this into equation 
(1) we have 


which is the general equation for longitudinal shear in a 
beam, and may be stated thus: 

To find the intensity of the longitudinal shear at any point 
in the cross section of a beam, multiply the total cross shear 
on the section by the statical moment of that portion of the 
section which lies outside the point in question, taking this 
moment about the neutral axis, and divide by the product of 
the breadth of the beam at the point in question and the 
moment of inertia of the whole section. a7 

It will be noticed at once that the value of m is greatest for 
the neutral axis itself, and that, consequently, for any beam 
the longitudinal shear is greatest at the neutral axis, the 
exception being a beam which is locally very thin at some 
point not very far from the neutral axis, in which case the 
maximum shear may come at this point. 

In the derivation of these equations the use of the calculus 
has been purposely avoided. Those who prefer the more 
rigid mathematical treatment are referred to any of the stand- 
ard works on applied mechanics. 


APPLICATION TO SHELL RIVETS. 

In the case of a ship, we have a beam very similar to the 
one used as an illustration in the beginning of this paper. 
We considered there a beam formed of several layers of 
wood, held together and made to work as one by spikes; and 
we discovered that there was a shearing stress set up in the 


468 


spikes. We may consider the ship as a beam wherein each 
strake of shell plating corresponds to one of the layers of 
wood in our illustration, and it will be seen at once that the 
rivets in the seams perform the same function as the spikes. 

Now the shearing force as determined by equation (4) 
exists throughout the cross section of the ship, but is re- 
sisted by less material at the seams than elsewhere, and hence 
it is necessary to investigate only the conditions in the seam 
and the stress to which the seam rivets are subjected. 

In equation (4), if all the values are so taken as to give 
the result in terms of shearing stress per square inch, we can 
replace the term b by the area of material per inch of length 


which is subjected to the shear. Thus if 
a@ = area of one rivet, 
and 
p = pitch in inches, 
a 


the area per inch of length is for each row of rivets, 


P 
and for a single riveted seam, observing that the resistance 
is divided between the two sides of the ship, we have 


mS p 
i Se ele tot lei eiia beret o ccileiletowrslys (5) 
2la 
for a double riveted seam, 
mS p 
, SS SS ae eee (6) 
4la 
for a treble riveted seam, 
mS p 
Pp = SS editions (7) 
Ola 


and so on. 

Two points are to be observed: First, these formule are 
based entirely on the rivets, assuming that they are the weak- 
est part of the joint, and if the plate efficiency is less than 
the rivet efficiency (that is, if the area of the plate remaining 
between the holes for the rivets in the outer rows is less 
than the area of all the rivets, which is very likely to be the 
case for a treble riveted seam), the critical stress will be 
that in the plate, not that in the rivets, and its value can be 
obtained from the formula by increasing f in the ratio of the 
plate area to the rivet area, or by substituting 


d a 
(==) for —— 
P p 


in the formula (5), where ¢ is the thickness of the plating in 
inches and d is the diameter of the rivet. Secondly, no ac- 
count is taken of any longitudinal bulkheads which may 
bear a portion of the shear; their effect is better obtained by 
carefully studying the particular conditions, and modifying 
the calculations accordingly, than by any attempt to include 
such complications in the general formula, especially as the 
presence of such bulkheads generally removes all doubt as 
to the strength of the shell riveting, and renders any calcula- 
tion unnecessary. A 
In applying the formula, it must be observed that the 
moment of inertia and the statical moment are not those for 
the midship section used in the ordinary strength calculation, 
but must be found for the section of the vessel which comes 
at the point of maximum shear. 
points, and they come not far from the quarter leneth of the 
vessel from each end. A glance at Fig. 2 will show this. 
In this figure are shown the weight and buoyancy curves for 
a vessel, and the corresponding shearing force curve, the 
ordinates of which represent the difference between the 
weight and buoyancy from point to point. The maxima occur 
at S and S’, and these are the values to be used in the equa- 


International Marine Engineering 


There are always two such, 


NovEeMBER, 1908. 


tion, the moment of inertia and the statical moment of the 
vessel’s cross section being calculated for these points. 

As the amount of the vertical shearing forces have generally 
been computed incidentally to the standard strength calcula- 
tion, the curve of shearing forces is available. The additional 
labor necessary to find the longitudinal shear consists, there- 
fore, in making the inertia calculation for the section where 
the maximum shear occurs. In many cases, however, a fairly 
close approximation can be had without calculating this sec- 
tion, by taking advantage of the inertia calculation for the 
midship section, which has presumably been made for the 
standard strength calculation. Provided the general structure 
of the vessel does not change materially in type between the 
midship section and the point of maximum shear, the ratio 
of the statical moment to the moment of inertia will remain 

m 


The value of can therefore be ob- 


practically constant. 
I 

tained from the midship section, and used in equations (5), 

(6) and (7) for an approximate result. Of course, if this 

approximation shows the riveting to be in a critical condition 

the exact method should be resorted to. 

As regards the statical moment to be used, it will be re- 
membered that in making an inertia calculation it is necessary 
to calculate the statical moment of all the items above an 
assumed axis, and also the statical moment of all the items 
below that axis, and to find the location of the true axis 
by making these two moments equal, in order that the axis 
may pass through the center of gravity. It is one of these 
two equal moments which is to be used in our formula. If 
the seam we are investigating does not come right at the 
neutral axis, the moment of the intervening material is, of 
course, to be subtracted. 

Some caution is necessary with reference to the units used. 
The equations have been based upon the assumption that all 
the measurements have been in inches. In the inertia calcula- 
tion, however, it 1s customary to measure the areas in square 
inches and the lever arms in feet, so that the statical moment 
is obtained in terms of square inches times feet, and the 


_moment of inertia in terms of square inches times feet 


squared. If this practice is followed the values of the 
statical moment and the moment of inertia must be multiplied 
by 12 and 144, respectively, in order that they may be in terms 
of inches only. The same thing may obviously be accom- 
m 
plished by dividing the value of —— by 12. 
I 

If the calculations indicate that the riveting is deficient, _ 
the question arises as to how the weakness may be remedied. 
The first thought is to add another row of rivets. It was 
mentioned above, however, that the plate may in some cases _ 
be weaker than the rivets, in which case merely to add to the 
number of rivets would not increase the strength of the joint. 
Or, the relative strength of the punched-out plate and the 
rivets may be such that, while the plate is slightly stronger 
than the rivets, the addition of another row of rivets would 
make the rivets much stronger than the plate, and the advan- 
tage of the added rivets would be largely, if not altogether, 
lost. In either case, it is necessary to find some other means 
of strengthening the joint. 

Since watertight spacing of rivets must be maintained 
along the calking edge, there are two methods open to use. 
We can retain the lapped joint and fit a supplementary strap 
on the inside, or we can make the joint flush, with a regular 
seam strap on the inside. Either of these methods allows 
us to space the outer rivets in the strap widely, and so main- 
tain the plate efficiency. If the flush seam is adopted, care 
must be taken to make the seam strap thick enough, since its 
strength will be that of the net area through the watertight 


NovEMBER, 1908. 


spaced rivets. Of course, neither expedient has to be em- 
ployed throughout the entire length of the vessel, but only 
for such a distance as the magnitude of the shearing forces 
renders necessary. 


International Marine Engineering 


469 


fortable lounges and sofas, etc. One of the niches contains a 
fire-place; the others are furnished with book stands, club 
chairs, rockers, ete. By this arrangement the hall is neither 
exclusively a ladies’ room nor only for gentlemen, but a social 


THE VESTIBULE SOCIAL HALL ON THE CORCOVADO. 


New GermaneBuilt Steamers for Brazil. 
BY MAX A. R. BRUNNER. 


About a year ago the Hamburg-American Co. considerably 
improved its service to La Plata countries by installing the 
luxurious and fast boats Konig Friedrich August and Kénig 
Wilhelm II. A further development is taking place this year, 
with two new ships, the Corcovado and Ypiranga, of which the 
former was ready for service in March, the other. in July. 
These vessels surpass all others engaged in the Brazilian 
service, both as regards size and luxurious equipment of the 
passenger rooms. Each has a capacity of 7,800 gross register 
tons. 

In both ships the experiences made on tropical cruises have 
been carefully utilized, so that they are specially adapted to 
the requirements in those zones. The cabins are very roomy 
and airy, are located in the high deck structures, well venti- 
lated and: furnished. All have their windows outside, there 
being no inner cabins on these boats. A novelty for the Brazil 
service is the large number of one-bed rooms. There are also 
cabins-de-luxe, consisting of parlor, sleeping room and bath. 
Each vessel has accommodations for about one hundred first 
class passengers. All staterooms are equipped with electric 
light, and many with telephones. White has been chosen as 
color for walls, ceilings, etc. This applies also to the general 
rooms. 

The dining saloon is specially worth mentioning. It con- 
tains tables for five to eight persons, which shows again the 
tendency of German companies to abolish the table d’hdote 
system. Excellent taste is shown in the arranging of colors of 
the furniture, carpets, curtains, etc., matching the bright gold 
and white of the ceiling and walls. 

Each vessel possesses a large hall, located on the promenade- 
deck, a room with eight corners and four niches. It is deco- 
rated in Roman style. Abundance of light is furnished by six 
broad windows and the skylight; the latter contains colored 
glass panes which represent four beautiful Brazilian land- 
scapes. In the center are writing tables, a large piano, com- 


hall for both. It will be much occupied when rain or unusual 
heat makes the decks unpleasant. 

A smoking saloon is also provided, furnished and decorated 
in Flemish style. It has dark oak squares in the walls and 
floor, and is decorated with Delft paintings representing va- 
rious sports. Antique leather chairs and sofas constitute its 
furniture. Each boat contains a children’s room, equipped 
with pretty oak furniture;-this serves as dining and playroom 
for the little ones. 


THE CORCOVADO APPROACHING COMPLETION, 


47 International Marine Engineering 


NovEMBER, 1908. 


Stairways, corridors, decks, ete., are very roomy and airy to 
render the stay on board pleasant, even in those very hot zones. 
The Corcovado has in the stairway vestibule a large painting 


representing the high mountain Corcovado, near Rio de 
Janeiro. 

Each vessel has accommodation for about 1,200 steerage 
passengers. 


diagonal MN. Their distances from the middle of the rect- 
angle, being in inverse proportion to the areas of the part in 
question, can also be readily determined. 

Referring again to Fig. 2, the centers of the immersed parts 
of the rectangle at the different inclinations may now be 
found by simple methods which need not be here elaborated. 
The line XX.X,4 in Fig. 3 is the locus of these. 


THE FIRST CABIN SMOKING ROOM ON THE BRAZILIAN STEAMSHIP CORCOVADO. 


NOTES ON NAVAL SCIENCE TOPICS. 


BY ARTHUR R. LIDDELL. 
STABILITY. 


Much has been written within the last thirty years about 
stability, and many methods have been put forward for de- 
termining the righting moments of vessels inclined to dif- 
ferent angles under given conditions of wind, weather, and 
loading. There is a general tendency, however, to avoid the 
subject, first, because the methods for dealing with it entail 
time and labor, and, secondly, because clear ideas as to the 
degree of righting tendency necessary for a vessel under the 
various conditions of her service have yet to be formed and 
embodied in rules for general guidance. As a rapid method 
of approximately determining the stability of vessels of full 
form, the following may be proposed: 

The conditions in such a vessel are approximately the same 
as those of an equivalent rectangular block, such as that 
shown in section in Fig. 1. The curve of levers of the latter 
may be quickly obtained as follows: 

Assume a loadline AB (Fig 2) and incline the rectangle 
until the surface of the water successively assumes the po- 
sitions CD, EF, GH, and JK with reference to it. With the 
exceptions of those at EF, the points in which these position 
lines cut the outlines of the figure may at once be determined. 
In regard to EF, if the rectangle MB be a times MN, and 


ME ME ME 

= ——,, then 
MD MG 

and the centers of the figures MEF and EGNDF lie on the 


= V2a 


Fic. 1. 


We may now assume the side ND to be produced upwards, 
so that the line GH would, at the same inclination and for the 
same immersed area, take up the position GzH»2. For this con- 
dition of things the new center is at Ys, and a further center 
Y, may be obtained, say for a triangle PON of the same area, 
but of twice the height of H.G.N. A new locus, diverging 
from the old one, may now be drawn through the points 
Y, Ys, Ys, which would satisfy the condition of the vessel’s 
having erections of unbounded height extending all fore and 
aft. As a matter of fact the erections will be of a certain 
limited height, and will extend over a portion only of the 
length. 


NovEMBER, 1908. 


International Marine Engineering 


471 


? 
/ 


/ 


FIG. 2. 


A locus XZZ;, in a position intermediate between those of 
XXX, and. XYV.s, may now be sketched in, as shown by the 
dotted line in the figure, and, if necessary, checked and cor- 
rected in accordance with the real heights and longitudinal 
distribution of the erections, whereby the latter may be taken 
as having the breadth of the rectangular section and their own 
actual longitudinal positions. This correction, though not a 
very difficult one, forms the most troublesome part of the 
rectangular method. 

Fig. 4 shows a curve of levers measured from Fig. 3 on the 
assumption that the center of gravity of the vessel coincides 
with her center of buoyancy when she is upright. 

The probable position of the actual center of gravity may, in 
the meantime, have been assumed or approximately deter- 
mined, say by the method sketched in the August (1907) 
number of this journal. Assume that it takes the position G, 
in Fig. 3. Since the heights of the centers of gravity above, 
or their depths below, the metacenter become direct lever- 
ages at an inclination of 90 degrees, the height CG may be 
set down from the 90 degrees spot of the lever curve in Fig. 5. 

Now the curve of levers (or alteration of levers), due to 
an alteration in the height of the center of gravity of a vessel, 


0° 10° 20° 30° 40° 


is simply a curve of sines. The lever for an inclination of 30 
degrees is, for instance, equal to CG sin 30 degrees, or CG 
%, and a distance of % CG may then at once be set down 
from the original lever curve at the station for 30 degrees. A 
curve of sines may, in fact, be quickly set off from the origmal 
curve, and the new line will be the curve of levers corres- 
ponding with the G position of the center of gravity. In 
similar manner, additional lever curves may readily be drawn 
corresponding with other positions of the center of gravity, 
and the designer will be in a position to judge fairly enough 
as to the stability characteristics pertaining to his proposed 
model. 

For sketching out curves for different positions of the 
center of gravity; 1t is convenient to remember the following 
approximate figures: 


Sine 74— — 0.18 Sim AG° == OF 
GTZ? = O2 2 OLAS == O) 
“ 7° .|SO8 a OO — 1 1 O) 


The characteristics of the lever curves of vessels of finer 
form will be less like those of their equivalent rectangles, but a 
little experience with the method, on the part of the designer, 
will enable him to sketch in the necessary corrections. An 
example of this, for a fine-lined sailing vessel, is given in 
Fig. 5, which shows lever curves for GM heights of 0 and 3 
feet, respectively. The displacement of the vessel was 3,100 


os / 


FIG. 3. 


GM as in Fig. 4 


——_—— 
——— 


50° 60° 70 80 90° 


FIG. 4.—CURVES OF LEVERS FROM FIG. 3. 


472 


International Marine Engineering 


NovemsBer, 1908. 


tons, and her block coefficient 0.66. The full lines are ob- 
tained by the ordinary methods, and the dotted ones by the 
rectangular one above described. The principal differences are 
that due to the tumble home of the vessel’s side, which acts 
in lowering the curve between the inclinations of 20 degrees 
and 65 degrees, and that caused by the distribution towards 
the deck of the displacement of the fine ends. 

For many purposes the approximate curves would suffice 
without correction, even for this rather extreme case, while 
for vessels of box-like form, with nearly vertical sides, the 
differences are very much smaller. If, for instance, the middle 
body of the above vessel were increased in length until her 
block coefficient became about 0.8, the differences between the 
lever curves as given by the two methods might be one-third 
of those shown in the figure. 

The question as to how much stability a vessel ought to 
have must be answered according to her class and service. As 
mentioned in the August number, the GM height required for 
a sailing vessel has been put at from 3 feet to 3 feet 6 inches 
for all classes of sailing vessels. Provided the proportion of 
breadth to draft, or of area of load waterline to displacement, 


Rectangle 


height required, and this, multiplied by the sine of any angle 
between o degrees and oo degrees, will give an offset for the 
new curve. The latter curve must be set off from the old one, 
and, of course, cuts the base-line at 60 degrees, as required. 

For a cargo steamer the problem is a different one. Ap- 
proximately constant inclining forces, such as that of the wind 
on the sails, are here of small account. The all-important 
conditions are that the vessel should stand upright in smooth 
water under all conditions of loading, and that she be safe 
against being rolled over in a seaway. 

As regards the first of these, the vessel should, under ordi- 
nary conditions, have positive levers up to inclinations of 
about 60 degrees. In the most unfavorable state of her 
bunkers, and with the largest amount of free water in bilges 
_and double bottom that is likely to get there on service, she 
must have a Gi height of at least 6 inches. In vessels in 
which breadth is large in proportion to depth, a range of posi- 
tive stability up to 60 degrees may not be attainable without 
the accompaniment of excessive stability at the small angles. 
In such cases the range may have to be reduced, but the special 
circumstances should then be duly weighed. 


oe ——— Sit = 
ase Zoe 
ae Actnal Vessel GM = 3/0” = 


quivalent Reo 


—LLngi, 


FIG. 5.—CURVES OF LEVERS OF SAILING VESSEL. 


lies within ordinary limits, this height is approximately cor- 
rect. In the case of vessels that are broad in relation to their 
depth, it is necessary to increase the GM height, because the 
righting levers, though relatively large at the smaller angies 
of heel, are relatively small at the larger ones.. This state of 
things may become dangerous in two ways: A lull in the 
wind, followed by a squall, while a vessel is sailing, may cause 
her to capsize; for while she is apparently standing up well to 
the steady ‘inclining force applied to her sails, she may have 
a comparatively small reserve of righting moment. Again, 
the waves have much more power over a vessel when her pro- 
portion of depth to breadth is small than when it is large; and, 
should she meet with waves of a period equal to her own, as 
is always possible, she may roll up to dangerous angles in a 
very short time. That this must be so will be clear when it 
is remembered that the influence of the waves increases with 
the square of the breadth, while, within ordinary limits, the 
inertia of the vessel varies approximately with the product 
of her breadth by her depth. 

A vessel of this kind should have a curve of levers which 
cuts the base-line at not less than about 60 degrees. She 
will, under these conditions, be uncomfortable, but comfort 
must within reasonable limits be sacrificed to safety. The 
height of the center of gravity G, which must be aimed at in 
the distribution of the weights of the vessel, may be found as 
follows: 

Assuming the curve of levers for zero GM height to have 
been obtained, say by the approximate method described, the 
distance below the base-line of a point in the curve at 60 
degrees, divided by the sine of this angle, will give the GM 


80° 90° 


— 


In small vessels it would be well to provide for a GM of 
about 12 to 15 inches, since they are at any time liable to meet 
with waves of the same period as their own, which may set 
up excessive rolling. Very large vessels with small GM 
height will probably have longer periods of rolling than the 
periods of any waves they are likely to encounter. 

Low GM heights, such as those mentioned, make for steadi- 
ness and comfort at sea, but the vessels in which they occur 
must neither get into collision nor become leaky, and their 
captains must not attempt to run up broad water ballast tanks. 
Larger GV heights insure greater safety; but, after all, such 
safety is only a matter of degree, and the seagoing condition 
of a vessel is simply a balance of dangers and advantages. 
Neither absolute: safety nor absolute comfort is as yet at- 
tainable. 

Increased attention is beginning to be given to methods for 
the prevention of rolling, and it seems not unlikely that one or 
other of these may soon bring success in a commercial as well 
as in an engineering sense. Meanwhile the excessive rolling 
that results when the period of the waves ‘synchronizes with 
that of the vessel may be mitigated, either by a change of the 
latter’s course or by the expedient of partly filling or partly 
emptying a broad water ballast tank. Maneuvering with the 
water ballast tanks at sea in this way may, however, prove a 
dangerous experiment, and it is one that should be resorted 
to only in cases of emergency, and by men who are alive to 

its possible effects. 

A small quantity of water introduced into a tank or bilge, or 
a small quantity pumped out of a full tank, may suffice to pro- 
duce a fluid surface that does not regularly accompany the 


NovEMBER, 1908. 


International Marine Engineering 


473 


motions of the vessel. Her period at once becomes altered, 
and, synchronism being thus destroyed, her rolling inclinations 
will be moderated. But it is a well-known rule that water 
ballast tanks should neither be filled nor emptied at sea, and 
to do so in the case of a tender vessel is, indeed, likely to 
prove disastrous. Ina vessel of large stability, however, com- 
manded by a man who knows what he is about, the operation 
above described’ might sometimes be resorted to with ad- 
vantage. 

Assuming perfect synchronism of periods, a vessel will heel 
further over with each successive wave, until either she cap- 
sizes or some new influence intervenes to alter her period. 
An influence of this kind comes into play when her gunwale 
becomes submerged and water gets on deck. The rolling 
motion is thus damped for awhile, and then gradually in- 


ports; but, when these have the largest area possible, the time 
required to drain the well is very considerable, even if a second 
wave does not replenish the supply. 

The perfection, which may now be hoped for, of some de- 
vice for preventing or damping rolling, will shelve some of the 
most awkward problems of stability. Apart from the question 
of passengers’ comfort, vessels provided with such devices will 
be less strained in a seaway, and less dependent upon wind 
and weather, and the safety of their crews will be promoted 
in a high degree. Whatever the device adopted, it will cost 
a certain amount of money and take up some space and weight, 
but it is highly probable that these disadvantages will be more 
than counterbalanced by reductions in coal bills, increase of 
speed in rough weather, and comparative absence of wear and 
tear in the structure. 


BACK VIEW OF THE MAIN ENGINE OF THE NORSE PRINCE, 


creases until the next dip takes place. But such a shipping of 
water may in itself be highly dangerous, and is in all cases 
objectionable. : 

A danger that is not always recognized lies in the wells of 
quarterdeck steamers, and in similar catch-water spaces on 
vessels of other types. Assume that a wave has filled the well 
to such a height that the water is free to preserve an approxi- 
mately level surface while the vessel rolls. The effect of this_ 
is more than equivalent to that of the loss of a piece of the 
plane of flotation of like shape and size, since the center of 
gravity is at the same time raised. The height of the meta- 
center above the center of buoyancy being equal to 


Moment of inertia of waterplane 


Displacement of vessel 


it will be seen that the loss may be a heavy one. It will per- 
haps be urged that the water runs off through the freeing 


SHOWING CONDENSER AND AIR AND CIRCULATING PUMPS. 


The Steamship Norse Prince. 


There was launched on Sept. 10, 1907, from the yard of 
Palmer’s Shipbuilding & Iron Company, Ltd., Jarrow, a hand- 
somely modeled steel screw steamer of the following dimen- 
sions: 

Length between perpendiculars.... 
Byreachin smOlaleel,ooacceoocaacag009 
Depa tmHONGE. o6o0000000000000000 


420 feet 

54 feet 

31 feet I inch 

The vessel has been built of steel, with the usual parts of 
iron, to the highest class in Lloyd’s Register; she is of the 
three-deck type, having a continuous shelter deck all fore and 
aft. The main, upper and shelter decks are of steel all fore 
and aft, the latter being wood sheathed. 
fitted in steel deckhouses on the shelter deck amidships for 
captain, officers and twenty-four first class passengers; the 
crew being located under the shelter deck forward. The 
shelter deck and ‘tween decks are fitted with side lights and 


Accommodation is 


474 


ventilation necessary to enable the vessel to carry cattle or 
emigrants. 

The vessel is divided by eight watertight steel bulkheads. 
She is fitted with cellular double bottom for water ballast, ex- 
tending all fore and aft except under the boilers; water ballast 
being also contained in a deep tank abaft the engine room, 


International Marine Engineering 


NoveMBER, 1908. 


vided with steam by three boilers, 14 feet 9 inches in diameter 
by 11 feet 9 inches long, at 220 pounds per square inch working 
pressure, under Howden’s forced draft. Generally, the vessel, 
which will load over 9,000 tons deadweight, is equipped with 
all modern conveniences to fit her as a first class cargo and 
passenger steamer. 


THE MAIN ENGINE OF THE STEAMSHIP NORSE PRINCE, SHOWING HANDLING GEAR. 


extending to the main deck and in fore and after peaks. The 


ship is rigged as a two-masted fore-and-aft schooner, and a 
very complete system of winches and derricks is provided for 
expeditiously loading and discharging. Electric light is fitted 
throughout, and a direct steam windlass is placed forward for 
working the anchors; the steam steering gear being fitted in 
wheelhouse aft, and geared direct onto the tiller. 

There is one quadruple expansion engine, having cylinders 
24%, 35, 51 and 74 inches in diameter by 51-inch stroke, pro- 


The North Dakota, the third of the American all-big-gun 
battleships, is to be launched by the Fore River Shipbuilding 
Company on Nov. 10, being about 60 percent completed. The 
normal displacement is 20,000 tons, on a draft of 26 feet 11 
inches, the length on waterline being 510 feet, and beam 85 
feet molded. She carries ten 12-inch guns in pairs in five 
turrets on the center line, all bearing on one broadside. Pro- 
pulsion is by twin screws, operated by Curtis turbines of 25,000 
horsepower. 


NoveMBER, 1908. ~~ 


International Marine Engineering 


475 


THE HEATING AND VENTILATING OF SHIPS. 


BY SYDNEY F. WALKER, M. I. E. E. 


THE HEATING BY ELECTRICITY OF A LARGE PASSENGER STEAMER. 


The writer has outlined a scheme for heating a large pas- 
senger steamer throughout by electrical apparatus, and he 
has selected for the purpose the North German Lloyd steamer 
Kaiser Wilhelm der Grosse, which has a displacement of 
20,000 tons, carries a crew of 450, and has accommodation for 
1,500 passengers—first, second and third class. Her dimensions 
are: Length, 625 feet; breadth, 66 feet; depth, 43 feet. It 
will be understood that a scheme of the kind can be only 
approximate. As engineers know well, the figures for each 
case, in engineering practice, have to be worked out by them- 
selves, and the present writer has not the whole of the neces- 
sary figures before him to enable him to make an exact esti- 
mate. The figures will, however, he believes, be sufficiently 
accurate to show what can be done by electrical heating appa- 
ratus, and what it is likely to cost. The writer has also taken 
into account in the heating appliances only the passenger 
accommodation and its accessories. 

The Kaiser Wilhelm der Grosse has: 

A first class dining saloon, measuring 110 by 65 feet, placed 


amidships on the main deck; a second class dining saloon, . 


measuring 50 by 55 feet, aft on the main deck; a children’s 
saloon, measuring 44 by 26 feet, aft on the main deck; a 
children’s dining saloon, measuring 45 by 30 feet, forward on 
the main deck; an auxiliary second class dining saloon, 50 by 
15 feet, aft on the upper deck; a first class drawing rooim, 32 
by 30 feet, amidships on the promenade deck; a second class 
drawing room, 25 by 20 feet, aft on the upper deck; a first 
class smoke room, 33 by 40 feet, forward on the promenade 
deck; a second class smoke room, 38 by 26 feet, aft on the 
promenade deck; a reading room, 30 by 20 feet, forward on 
the promenade deck. 

It has also accommodation for third class passengers on the 
lower deck totaling 200 by 34 feet; also for stewards for 
third class passengers on the lower deck totaling 120 by 20 
feet; accommodation for third class passengers on the main 
deck, 42 by 40 feet; accommodation for attendants on the main 
deck, 40 by 20 feet. 

In addition there are some 260 spaces to be heated, comprising 
staterooms, hospitals, kitchens, pantries, lavatories, etc., and 
there are the usual vestibules to the saloon, in which the 
stairs leading from one deck to the other in the passenger 
departments are fixed. 

The height between decks for the promenade, upper and 
main decks, is 8 feet, and that of the lower deck is 7 feet. 
There is the usual orlop deck, but it is occupied mainly by 
boilers, coal bunkers. cargo, baggage, chain lockers, etc. 

The writer has divided the staterooms and similar spaces 
into two sizes to simplify the calculations. One lot, of which 
he makes out that there are approximately 100, measure 10 by 
to feet by 8 feet high. The smaller ones, of which there are 
about 160, measure 8 by 6 feet by 8 feet high. 

In calculating the heating apparatus required and the quan- 
tity of current to furnish the necessary heat, the writer has 
worked to the same figures as were used in explaining how 
to calculate the quantity of heat that must be provided by any 
heating apparatus to make up for the heat lost by passing out 
through the sides of the ship, the bulkheads of cabins, saloons, 
etc., and the decks above and below. The problem, it will be 
seen, is similar to that which the refrigeration engineer has to 
deal with. In the case of cold storage the problem is to carry 
off the heat that passes in through the walls, decks, etc., of the 
cold chamber. In the present case the problem is to deliver 
heat to the rooms to be warmed, to make up for that which 
has passed out through the walls, decks, etc. 

To estimate the quantity of heat that must be delivered by 


any heating appliance, the quantity of heat passing out of the 
room to be warmed must be estimated by taking the surfaces 
through which heat can escape, the quantity of heat escaping 
per square foot, and the difference of temperature between 
the inside and the outside. The rate of passage outwards of 
heat the writer has taken at the figure given in a previous 
article, 0.5 British thermal unit per hour per square foot per 
degree F. difference of temperature between the inside and 
the outside; with one exception, that of the skylights of the 
first class dining saloon and the first class drawing room. The 
rate at which heat passes through glass is very much higher 
than that at which it passes through wood, and it has been 
assumed, in all the calculations, that wood is the substance 
through which the heat from the saloons, state rooms, etc., has 
to escape, except in the case of the skylights mentioned. 

The writer has also taken the figures mentioned in a pre- 
vious section, viz.: a minimum temperature of 30 degrees F. 
outside the ship and a temperature to be maintained in the 
rooms to be warmed of 7o degrees F. In a great deal of 
the passenger service the minimum temperature mentioned, 
30 degrees F., will not be reached. Probably a temperature of 
40 degrees F. would be more like the average, but even cross- 
ing the Atlantic in winter very much lower temperatures are 
met with. ‘The calculation is intended as a guide only, and 
must be altered to suit the temperatures, and it is a very 
simple matter to do so. Thus, the extreme range of tem- 
perature taken in the writer’s calculations is a difference of 
40 degrees F. For ships which meet temperatures of 20 de- 
grees F. an addition of 25 percent to the heat required to be 
delivered will be necessary, and to the heat-furnishing ap- 
pliance. To ships meeting temperatures of 10 degrees F. an 
addition of 50 percent to the writer’s figures will be required. 
For the average minimum of 40 degrees F., which will prob- 
ably meet the case of a large number of ships, the writer’s 
figures may be reduced by 25 percent. 

It should also be noted that the writer has taken 70 degrees 
F. as his standard of temperature within the rooms to be 
warmed, this being the temperature to which Americans are 
accustomed. Europeans are accustomed to take standard tem- 
peratures of 60 degrees, or at most 65 degrees F. For those 
ships where a standard of 60 degrees F. would be sufficient 
for living places the writer’s figures may again be reduced 
by 25 percent. 

In drawing his estimate, also, the writer has assumed that the 
heating appliances would be placed in the best position for 
distributing the heat to the best advantage. On board ship 
there is not the same trouble as on shore with chimneys, 
except in those saloons that are furnished with grates, fires 
and so on, and therefore there is not the danger of the heat 
liberated by the heating appliance being carried off up the 
chimney. Ventilation, of course, must be provided, and, as 
already indicated, the best method is to place the heating 
appliance in the path of the ventilating air current, where it 
enters the room to be warmed. Where there is no special 
ventilating arrangement the heating appliances should be 
placed as far as possible in the line of the natural ventilating 
air current, the air which comes in under doors and by other 
openings as it enters the room. 

There are two or three important points that should be 
noted in connection with the calculations for the size of heat- 
ing appliance required and the quantity of current. Thus, of 
the two sizes of staterooms, the larger measuring 10 by 10 feet 
by 8 feet, or 800 cubic feet, and the smaller 8 by 6 feet by 8 
feet, or 384 cubic feet, say 400 cubic feet in round figures; 
owing to the much larger surface in the 10o-foot rooms above 
that exposed in the 8-foot rooms, the amount of heat passing 
out through the walls, etc., and the amount of heat therefore 
required to be delivered to the air of the rooms to make it up, 
is enormously larger for the large rooms than for the smaller, 
as will be explained. 


470 


International Marine Engineering 


NoveMBER, 1908. 


In the present case, also, the first class dining room and 
drawing room are exceptionally well placed, as far as the 
requirement of heating appliances is concerned, because they 
lie between two funnels. The funnels, of course, are protected 
on the outside, so that the passage of heat outwards is a 
minimum, but the writer has assumed that a certain quantity 
of heat does pass from the funnel casing into the dining and 
drawing rooms. It is a case of heat passing into these rooms 
in place of passing out of them, and the quantity of heat that 
has to be delivered by any heating apparatus to these rooms 
is lessened by the heat delivered from the funnels. In esti- 
mating the heat required for the dining saloon the writer has 
taken the heat passing out through the ship’s side, the decks 
above and below and the skylight, and has subtracted from it 
the heat he estimates will pass in from the funnel casing. In 
the case also of the alleyways, as the engine-room funnel and 
stoke-hold casings will line the alleyways for a large portion 
of the length of the ship, and as a considerable amount of 
heat must pass from them into the alleyways, the writer has 
assumed that the temperature of the air in the alleyways will 
be raised 10 degrees above that of the air outside during cold 
weather. 


APPARATUS ESTIMATED TO BE REQUIRED FOR HEATING THE DIF- 
FERENT SALOONS, STATE CABINS, ETC. 


The electrical heating appliances, it was explained, are made 
in various sizes to absorb from 200 watts up to 6,000 watts. 
These heating appliances, it will be remembered, are divided 
into two distinct varieties, those in which the long incandes- 
cent electric lamps are employed and those in which non- 
luminous resistances are employed. The lamps are usually 
arranged to absorb 250 watts each, though the Prometheus 
Company, of Great Britain, has recently introduced lamps 


taking 350 watts, and burning at a red heat in place of a yellow / 


heat. The 250-watt lamp, however, forms a very convenient 
standard, particularly as it is made up into appliances carrying 
2, 3 and 4 lamps, and in the following estimate the writer gives 
the figures in watts required and in lamps of 250 watts each: 

The first class dining saloon requires the expenditure of 
4.500 watts, or 18 lamps. The first class drawing room re- 
quires the expenditure of 1,400 watts, or 6 lamps. The second 


class dining room requires 3,500 watts, or 14 lamps. The 
children’s dining room requires 3,000 watts, or 12 lamps. The 
children’s saloon requires 2,500 watts, or 10 lamps. The 


auxiliary second class saloon requires 1,250 watts, or 5 lamps. 
The first class smoke room requires 2,000 watts, or 8 lamps. 
The second class smoke room requires 1,500 watts, or 6 
lamps. The reading room requires the expenditure of 1,000 
watts, or 4 lamps. The third class passengers’ quarters, stew- 
ards; attendants, etc., require 6,000 watts, or 24 lamps. 

The large staterooms, the writer makes out, require 2,500 
watts, or 10 lamps. and the smaller staterooms 250 watts, or 
even less, or I lamp. Taking the number of the larger state- 
rooms at 100, this means 1,000 lamps in addition, and the 
number of the smaller rooms at 160 means 160 more lamps. 
In addition to the above there are the vestibules mentioned. 

The total number of 250-watt lamps given in the above list 
is 1,267, and it will therefore be wise to allow for a total, to 
cover all contingencies, of 1,500 lamps of 250 watts, or for 
a current of 375 kilowatts. 

The above figures are for the minimum outside temperature 
mentioned, 30 degrees F. If a temperature of 20 degrees F. 
has to be provided for 1,875 lamps, or say a current of 470 
kilowatts, would be required. With a temperature of to de- 
grees F., 2,250 lamps and a current of 565 kilowatts would 
be required. With a temperature of 30 degrees below zero F., 
or 100 degrees F. difference between the outside and the rooms 
to be warmed, 3,750 lamps would be required, and a plant 
capable of furnishing 940 kilowatts, or about 1,250 horsepower. 


THE COST OF FURNISHING THE HEAT REQUIRED. 


So far as the writer has been able to ascertain, no figures 
have yet been accurately taken out giving the cost of generating 
current on board ship. With electric lighting as an auxiliary 
the steam required has gone in with other auxiliaries. On 
the other hand, it is often not the rule to condense the 
steam used by auxiliaries, and the consumption of electric 
light engines is taken at about 40 pounds of steam per kilowatt- 
hour. But it must be remembered that the steam is being 
generated under the most economical conditions. The steamer 
crossing the Atlantic, or at sea for any number of days, under 
any possible conditions, providing she is continuously steam- 
ing, is generating steam under the most favorable conditions 
known to the engineer. There are practically no stand-by 
losses, such as send up the fuel cost so much on shore. 

On shore, it will be remembered, lighting is required only 
for a certain number of hours during the day, and power even 
is required only for a certain number of hours, and there are 
portions of the day, both with lighting and with such power 
services as that for tramways and suburban railways, when 
the quantity of current is very high indeed for a short time, 
dropping to something very small between those times. This 
means that either boiler furnaces have to be banked or they 
have to be let out and relighted. In either case it means the 
consumption of a considerable quantity of fuel not required 
in steamship work. Further, the oil and petty stores and other 
things required for electrical generating plant on board ship, 
are part only of a large whole, and therefore should be ob- 
tained more economically, providing proper care is used in 
issuing stores, than where the plant, often a comparatively 
small one, has to buy everything specially for its own use. 

The attendance, also, in the case of a shipboard electricity 
generating plant, should be smaller than for a similar plant 
on shore. Boiler attendance goes in with that of the main 
engines. Even a very large electricity generating plant will 
not make much appreciable difference to the stoke-hold labor 
of a ship of 20000 tons and of 27,000 horsepower, such as 
the Kaiser Wilhelm der Grosse. Attendance, in fact, is 
resolved into that of the electrician on watch, with possibly 
an assistant to oil, and the electrician to look after the appa- 
ratus in use, to make good little breakages, keep switi hes 
right, ete. 

The writer thinks that he will not err on the side of optimism 
if he takes the cost of electricity at 0.5d. (one cent) per 
kilowatt-hour (Board of Trade unit, as it is called on shore in 
the United Kingdom). In America there are many electrical 
generating plants, generating current for railways and other 
purposes, in which the cost is very much less than the figure 
taken above, and there are cases even in the United King- 
dom of electrical generating plants at collieries and in other 
works where the cost of generation is much less than o.5d. 
If the above figure is taken, therefore, any estimates founded 
upon it should be fairly safe. 

The heating appliances detailed for the different saloons, 
etc., total up to 107 lamps of 250 watts each. These heating 
appliances will probably be required from 8 A. M. to mid- 
night, or say 16 hours, and in addition a certain number of 
the smaller staterooms, and possibly a few of the larger 
ones, will probably be required during the same hours, and 
therefore it will probably be approximately correct to assume 
240 lamps of 250 watts each as being employed for 16 hours 
per day. This means 60 kilowatts for 16 hours, or 960 kilowatt- 
hours per day. The writer estimates that probably 60 lamps 
of 250 watts will be required for the full 24 hours; this 
equals 15 kilowatts for 24 hours, or 360 kilowatt-hours. Of 
the remainder, the staterooms and other places will be re- 
quired for probably 4 hours during the day. In addition there 
will be some 1,200 lamps of 250 kilowatts, or the equivalent, 
which will probably be required for 4 hours out of the 24. 


NOVEMBER, I908. 


International Marine Engineering 


477 


This means 300 kilowatts for 4 hours, and equals 1,200 
kilowatt-hours. Adding these together, the total is 2,520 
kilowatt-hours per day. 

This would cost, at 0.5d. per kilowatt, £5.5.0 ($25.55) per 
day, or say £31.10.0 ($153.30) for a six-day passage across the 
Atlantic. If 20 degrees F. is taken as the minimum tempera- 
ture the total cost will be £39.7.6 ($191.62) for the trip; if ro 
degrees F. is the minimum, £47.5.0 ($229.95), and for lower 
figures in proportion. For ships trading to very cold climates, 
and where economy is essential, where also the heating would 
be required for months together, the cost would probably be 
prohibitive in the great majority of ships. With a temperature 
of — 30 degrees F., or 100 degrees F. difference, the cost of 
heating would be £13.2.6. ($63.88) per day for a ship of the 
size of the Kaiser Wilhelm der Grosse, and with its crew and 
passengers. But as ships which go on whaling cruises do not 
carry passengers nor large crews, electric heating even then 
might be found economical, on account of its convenience, in 
some cases, 

The heating can be carried out at less cost by the steam or 
hot water appliances that have been named, but as in so many 
other things the great convenience of the electrical method of 
distribution and of control more than counterbalances the in- 
creased cost, which, as will be seen, is but a very trifling sum, 
as against the whole cost of running a steamship of the size of 
the Kaiser Wilhelm der Grosse across the Atlantic. There 
are, of course, other points to be considered. Additional plant 
will be required to furnish the current, and it would probably 
not be safe to have less than 500 kilowatts for the special 
heating appliances in the case of the ship considered, and under 
the conditions named, and larger plant in proportion for the 
lower temperatures. 

There is the question of finding room for a 500-kilowatt 
plant and the larger plant where required, though with turbo- 
generators this question is reduced to a minimum. There is 
also the question of the additional cables. Already the cable 
problem is a somewhat serious one in connection with lighting, 
and the addition to it of the requirements for heating will 
increase the trouble. There is no reason, however, that the 
heating current should not be taken off the lighting service, 
and, providing the conductors for the lighting service are 
properly divided up, as they always are in modern steamships, 
so that it is hardly possible for all the lights to be out at once, 
the trouble of the increased size of the conductor will not be so 
great. When a cable reaches a certain size a comparatively 
small addition in diameter gives it a considerably increased 
conducting power. 

For the lower temperatures the cable question would be 
more serious. Everything, first cost and running cost, in- 
creases as lower and lower temperatures have to be provided 
for; but, again, in the case of the whaler, as the whole plant 
would be small, the matter need not be very serious. 


Steam Turbines in the German Navy. 


In no country has the marine turbine met with more bitter 
criticism or such a thoroughly hostile reception as in Ger- 
many. Unlike marine engineers in nearly all other countries, 
who tactfully reserved their judgments, the German naval au- 
thorities and the responsible officials of the large steamship 
lines condemned the entire system at the beginning, in no 
measured terms and on.utterly insufficient grounds. It is a 
matter of some speculation, therefore, as to how some of 
these gentlemen can reconcile their consciences with the re- 
cent orders for turbine warships, or maintain their attitude in 
spite of the results obtained from certain naval vessels. 

Almost simultaneously with the British Admiralty orders 
for the cruiser Amethyst and destroyer Eden, the German 


Government ordered a similar type of cruiser—the Liibeck— 
and a somewhat similar destroyer—Sr25—from the Vulkan 
and Schichau yards, respectively, in order to gain experience 
of the Parsons system. About the same time, the Hamburg- 
American Line had constructed at the Vulkan works the steam- 
ship Kaiser* for their Hamburg to Heligoland service, which 
was fitted with Curtis turbines. Both the Liibeck and S125 
were subjected to comparative trials with sister ships, and 
each vessel was tried with several different sets of propellers. 
Some results from the Liitbeck are given in Tables I. and IL., 
while the figures for S125, and also for the larger destroyer 
by which she was succeeded—G1r37—are given in Table III. 
The Liibeck has four shafts. 

Early in 1906, in spite of considerable criticism, a similar 
ship to the Liibeck—the Stettin—of slightly greater dimen- 
sions, was also ordered to be fitted with turbines, and yet a 
third of the series—the Ersatz Comet—was commenced early 
in 1907, at the works of Messrs. Blohm & Voss, at Ham- 
burg. The small cruisers, however, ordered late in 1907, will 
be of a more experimental nature. The Ersatz Greif, build- 
ing at Schichau’s works at Dantzig, is being fitted with tur- 
bines of the Melms and Pfenniger type—a modification of the 
Parsons system whereby:a shorter turbine is obtained. The 
two sister ships building at the Vulkan and the Germania 
Works will be fitted with Curtis and Zoelly turbines, re- 
spectively. It will be a matter of considerable interest to note 
how these different systems compare with one another. 

The largest order placed, however, for turbine machinery 
is that for cruiser F, the German reply to the British Jn- 
flexible class. Details concerning this vessel are extremely 
meager, but her displacement of 19,500 tons is significant. 
There is little doubt that she will be constructed with all the 
secrecy and dispatch possible. She is to be ready beforé the 
end of 1909. No battleships have, as yet, been ordered with 
turbines, the four ships laid down early in 1907—the Ersatz 
Sachsen class—having the usual arrangement of triple screws 
and reciprocating engines. 

In Table IY. are given the leading particulars of the vessels 
in the German navy fitted with turbines. No merchant steam- 
ers have as yet been built with Parsons turbines; of the two 
that have been constructed with turbine machinery, one has 
had Curtis and the other Zoelly turbines. 


TABLE J.—PROPELLERS. 


Projected = Projected 5 
Set | Propellers | Diameter Pitch Pitch Ratio Area S Disk <4 
1 8 small 54.0” 54.0” 1.0 6.37 sq. ft. 0.4 
2 4 large 66.9 58.8 0.88 9.5 0.39 
3 4 mixed (a) 62.9 56.4 0.896 12.9 0.6 
(b) 68.8 61.9 0.898 15.5 0.6 
(a) One on each outer shaft. (5) One on each inner shaft. 
TABLE IJ].—SPEED AND POWER RESULTS. 
Propellers Speed Horsepower | Slip, percent | R.P.M. Remarks 
22.37 13,705 25.11 672 
22.39 13,029 25.97 623 Shallow water. 
23.16 14,158 26.5 Wee Deep water. 
22.56 13,573 15.51 for’d 601 { Four screws of Set 
22.67 aft. 1 forward, with 
four of Set 2 aft. 
Setrseerecin 22.55 13,879 25.79 625 
\ 


The displacements on these trials were between 3,200 and 
3,300 tons. The horsepowers are torsional horsepowers, and 
were taken by the Fottinger torsion meter. The revolutions 
are the mean of the four shafts. Assuming the equivalent 
“indicated” horsepower to be 10 percent greater than the 
torsional horsepower, and the mean displacement to be 3,250 


* See page 473, December, 1906. 


478 


International Marine Engineering 


NovEMBER, 1908. 


tons, the Admiralty coefficients for these five sets of trials be- 
come 162.4, 171.2, 174.5, 168.1 and 164.2, respectively. 


TABLE IJJ.—TURBINE AND RECIPROCATING ENGINED 


Vessel 


ae 000000 


DESTROYERS. 
Speed | Displacement 
27-5 399 
26.6 440 
29.6 525 
33-09 57° 


Horsepower | R.P.M. 
6,850 390 
7,000} 875 

IO ,250 395 
13,000 goo 


The S 120-125 class were completed in 1905, and the 131-187 vessels in 1907. 


(a) Sister ships to the turbine vessels, but fitted with reciprocating engines. 


timated. 


tEs- 


TABLE IV.—TuRBINE WARSHIPS IN THE GERMAN NAvy. 


Vessel Date of | Length | Beam Draft |Displace-| Horse- | Speed 
Trials ment power 

S125. 1905 205’ 23'—07 7-0" 440 7,000 26. 6* 
Lubeck 1905 341 43-0 16-5 8,200 | 14,000 23.0* 
GCiEY/acon0ndn 60 1907 233 24-9 7-10 570 | 13,000 33. 09* 
tellin teenie 1907 360 43-6 16-0 3,400 | 15,000 25. 8* 
Dresden....... 1908 865 44-3 16-0 3,600 | 17, "300 25.0 
Ersatz Greif...| (a) (6) bdo xe dos 4,300 20, 000 25.5 
Gruisersieeern (a) 530 85-6 27-0 19,600 44:000 24.25 


* Speed on trial. 


Stoppe 


(a) Ordered, October, 1907. 


(b) Three ships. 


CLYDE RUDDERS AND RUDDER POSTS. 


Fig. 1 shows the general practice of sternpost and rudder 
for the usual paddle steamer of 210 feet between perpendicu- 
lars by 25 feet beam by 9 feet molded depth. It will be seen 
that the rudder frame, stock and arms form one complete 
forging. The sternpost is also a forging, and is scarfed to 
the bar keel two and one-half frame spaces from the after 
perpendicular. The rudder stock is 4% inches diameter, 
bushed at deck and top of cants, a distance of 5 feet 4 inches 
above load waterline; above the stock at upper bush a brass 
cap is fitted when the portable tiller is not required. 

A quadrant is fitted above the cant frames, of the three- 
legged type, with a radius of 3 feet 6 inches. The legs are set 
to angles of 40 degrees. The boss is 8% inches over all by 4 
inches deep; 2 inches of metal are thus left on each side of the 
stock. The legs are 314 inches wide by 2% inches deep at boss, 
and 21% inches wide by 2 inches deep at palms. The palms are 
7 inches deep by 5% inch thick. At the boss of tiller two 
snugs are fitted, to take 14-inch screws; to the screws are 
fitted the steering chains. A plate, 7% inches deep by 3% inch 
thick. with double angles 3% by 3% by 7/16 inches, is riveted 
to palms of quadrant legs. On upper side of plate are riveted 
four horns, to prevent the chain from jumping. 

The rudder arms are part of the forging. They are 4 inches 


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FIG, 1.—STERNPOST AND RUDDER FOR PADDLE STEAMER 210 FEET BY 25 FEET BY 9 FEET. 


NOVEMBER, 1908. International Marine Engineering 479 


deep at fore side, 214 inches deep at after side, and 5@ inch 
thick at after end (see plan C D). The rivets through arms 
and rudder plate are 34 inch diameter, spaced 334 inches 
apart. The rudder plate is of mild steel, 7/16 inch thick. The 
pintles are three in number, spaced 2 feet 7 inches apart; the 
diameters are 2% inches. This leaves 1% inches metal on each 
side of gudgeon. From underside of pintle bracket to top of 
eudgeon there is % inch clearance, and between gudgeon 
and rudder frame the clearance is % inch; between pintle 
bracket and sternpost the clearance is % inch. The lower 
pintle rests on a steel cap. The distance from center of 
pintles to rudder frame is 3% inches, and from sternpost to 
center of pintles is 234 inches. 

A detail sketch is shown of stopper, enabling the rudder to 
work through an arc of 80 degrees; the detail shows an 
arrangement which has found favor with ship owners. An- 


Extent of Portable 
Dk. is Dotted 


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other form of stopper in common use is made by fitting lugs 5 ) aia ts Yn Ge tt 

to sternpost. re Sa —=e 
The sternframe is a forging, connected to bar keel by a \ are a 

scarf 9 inches long and 6 feet 6 inches from center of pintles: \ 4 

The gudgeons on it are 4 inches deep. \ = 
The top of sternpost is 5 feet 4 inches above load water- 


line, and is connected to 5/20-inch transom plate by double = 
angles 2%4 by 2% by 5/20 inches. The rivets in vertical part 
of sternpost are 5@ inch diameter, spaced 3% inches apart 
(reeled). The rivets in sternpost in a fore-and-aft direction 
are 34 inch diameter, spaced 414 inches apart (reeled). The 


bar keel is 414 by 13/16 inches. ae 
The rudder trunk is formed as follows: PLAN OF QUADRANT FOR 210-FOOT PADDLE STEAMER. 
Fore end, 5/20-inch transom plate. 
After end, 4/20-inch plate, 414 inches ait of center of It will be noticed on plan that deck is portable above quad- 
rudder stock. rant; the portable portion is indicated by dotted lines. 
Sides, cant frames, 12 inches each side of center line. Fig 2 shows the sternpost and rudder of a single screw 
Top, 6/20-inch plate, to take rudder bush. steam yacht 162 feet on the waterline. The rudder 


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FIG. 2.—STERNPOST AND RUDDER OF SINGLE-SCREW STEAM YACHT 162 FEET ON THE WATERLINE. 


480 International Marine Engineering 
frame and arms form one complete forging. The 
rudder stock is 5% inches diameter, and this diameter 
is kept down to stopper, when a gradual taper com- 


mences, finishing at bottom pintle with a width of 3 inches. 
The rudder frame tapers in a fore-and-after direction from 
5 inches to 41%4 inches. The arms are three in number, and 
are part of rudder frame. The upper arm is 21 inches below 
load waterline; the middle arm is 2 feet 9 inches below upper 
arm; the lower arm is 2 feet 6 inches below middle arm. The 
arms are 5 inches deep by 3 inches thick at fore end, tapering 
to 3 inches at after end by 34 inch thick. A detailed sketch 


ELEVATION OF 
PINTLE AND STOPPER | 


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post to center of pintle is 37% inches, and from center of 
pintle to fore end of rudder frame 4% inches. The clearance 
between bottom pintle bracket and lower gudgeon is 1 inch. 
The distance that bottom pintle is sunk into bottom gudgeon 
is 4% inches, and 14 inches of steel cap is allowed for. 

The rudder is arranged to work through an arc of 80 
degrees before stopper is brought to bear hard against stern- 
post (see detail of stopper). From underside of bottom pintle 
to top of rudder stock the distance is 19 feet. The sternpost 
and propeller shaft post form one forging, 634 by 334 inches, 
scarfed to a bar keel 7 by 1 13/16 inches (as shown in detail). 


3x 3%" WX S 96 


ELEVATION OF QUADRANT 


<6><5>< 43" <4" 5 
or it Bar 5"x 114" 93" ae 


FIG. 3.—STERNPOST AND RUDDER FOR PADDLE STEAMER 165 FEET LONG BETWEEN PERPENDICULARS. 


is given showing a plan through lower pintles. The rivets 
connecting arms to rudder plate are I inch diameter, spaced 
5 inches apart. The rudder plate is 5 inch thick. 

The three pintles are 3 inches diameter through gudgeons, 
tapering to 25g inches. Each pintle is bushed with 34-inch 
brass and S£-inch lignum vite. 3-inch plate is fitted at 
bottom of upper and lower pintles, attached to gudgeons with 
3%-inch taps. A head is fitted on top pintle only (see detail). 
The bottom pintle rests on a steel cap as shown; the diameter 
and bushing are the same as for upper and lower pintles. 

It will be noticed on detail that the lignum vite bush is 
slightly wedged. The pintle brackets and gudgeons are 6 
inches deep. The clearances all around between rudder frame 
and sternpost are 7% inch. The distance from after side of 


The bottom of the aperture is flattened to 7 by 4 inches. The 
aperture in sternpost is 3 feet 10 inches wide by 9 feet 9 inches 
deep. The boss is 10 inches wide by 33% inches thick, and 21 
inches over all. The 14-inch diameter is a rough bore only. 
The rivets in propeller post and part of sternpost are I inch 
diameter, spaced 5 inches apart, and the distance between 
centers in a fore-and-aft direction is 2% inches. The stern- 
post is carried up 30 inches above line of counter. Zinc pro- 
tection plates are fitted for a length of 30 inches at top and 
bottom of aperture. 

Fig. 3 shows the sternpost and rudder for a small paddle 
steamer 165 feet long between perpendiculars. The rudder 
stock, frame and arms form one complete forging. The 
rudder stock is 434 inches diameter; this diameter is kept to 


NOVEMBER, 1908. 


International Marine Engineering 


481 


upper pintle, whence the thickness is gradually reduced to 3 
inches at lower pintle. The arms are 27 inches apart, and 
taper in depth from 4% inches at rudder frame to 2% inches 
at end of rudder. The fastenings through arms and rudder 
plate are 7£-inch diameter rivets, spaced 5 diameters apart 
(reeled). The three pintles are 234 inches diameter. 

The spacing of gudgeons is 2 feet 8 inches apart; the depth 
of gudgeons and pintle brackets is 3% inches. The clearance 
all around between rudder and sternpost is %4 inch, and the 
space between rudder and sternpost is 61% inches. The centers 


: MIDDLE 
| FINTLE,; AND GUDGECN 
|ELEVATION 


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The quadrant is of the three-legged type, with legs at an 
angle of 4o degrees. The radius of quadrant is 3 feet 4 
inches. The legs at boss are all 3 inches wide by 2!4 inches 
thick, and 2% inches wide by 2 inches thick at palm. The 
palms are 7 inches deep by % inch thick. The boss is 8% 
inches diameter by 434 inches thick. After deducting 434 
inches for diameter of rudder stock this leaves 17% inches on 
each side of stock. 

To palms of quadrant legs is riveted a 7 by 3%-inch plate; 
and to the plate are riveted two 3% by 3% by %-inch angles 
for run of steering chains; at each side of quadrant is fitted a 
hook. To these hooks the steering chains are attached, and 
two horns are fitted to quadrant to prevent chains jumping. 

Fig. 4 shows a rudder for a triple screw turbine steamer. 
The rudder is single plate. with frame and arms shrunk on. 
The rudder stock is 9 inches diameter, and is fastened to 
rudder frame with a horizontal coupling by means of eight 


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Rivets 14g spaced 5 diars apart ieee ' 
Pu h 
k SOS male 
- om fi ls 
~< ! ry | = 
D ea 
ah 
io 
ct 
m-) 
oe 


FIG. 4.—RUDDER AND DETAILS FOR A TRIPLE-SCREW TURBINE STEAMER. 


of pintles are 3% inches from sternpost and 3% inches from 
end of rudder frame. 

A detail sketch of pintle, gudgeon and stopper is shown. 
This form of stopper shows a lug riveted to sternpost with 
three rivets. The lug is 8 inches long, 41%4 inches broad, 1%4 
inches thick at after end and %4 inch at fore end. The stopper 
is on lower pintle, and is arranged to allow rudder to work 
through an angle of 80 degrees. The rudder plate is 12/20 
inch thick. : 

The sternpost is a forging 10 feet 6 inches over all, of 
5 by 1¥%-inch section. The rivets in upper part are 7% inch 
diameter, spaced 436 inches apart; in lower portion the rivets 
are I inch diameter, spaced 5 inches apart. This spacing is 
continued to bar keel. The length of sternpost in a fore-and- 
aft direction is 5 feet 3 inches. 


14-inch turned bolts, and a tapered key, 2% and 2 inches 
by 1% inches thick, is driven up the center of the coupling. 
The coupling is fitted above the waterline, so that the rudder 
can be unshipped without in any way interfering with the 
steering gear. The diameter of rudder frame at coupling is 
g inches; at middle pintle 10 inches; at bottom pintle 11 
inches, and at bottom of rudder 634 inches. 

The arms are shrunk on and secured against rotation by 
A longitudinal groove for the plate serves as a keyway 
The five arms are spaced from 3 feet 9 inches 
to 2 feet 7 inches apart. They are 7% inches deep at rudder 
frame, and vary in thickness from 4% to 4% inches. At the 
end of the rudder they are 5 inches deep and 1% inches thick. 
The thickness of arm bosses varies from 27% to 3 inches. 

The upper and lower pintles are 414 inches diameter 


keys. 
for the arms. 


482 


International Marine Engineering 


NovEMBER, 1908. 


through gudgeons; then the diameter is reduced to 3% inches. 
The diameter of bottom pintle is 514 inches, and tapers to 
4% inches. This pintle rests on a steel button. A split pin 
is fitted above nut of each pintle. A head is fitted on upper 
pintle only. The pintles are bushed as follows: ™% inch 
brass, 1% inch lignum vite, with 34 inch white metal tapped 
on to top of gudgeons. The rivets for connecting arms to 
rudder plate are 114 inches diameter, spaced 556 inches apart. 
The thickness of rudder plate is 24/20 inch. 

The distance from sternpost to center of pintles is 6% 
inches, and from center of pintle to center of rudder frame 
is 13 inches. The clearance between rudder frame and stern- 
post at bottom pintle is 1 inch; at upper and lower pintles the 
clearance between sternpost and arms is 1%4 inches; between 
gudgeon and rudder frame 2% inches. The stopper is ar- 
ranged to allow the rudder to work through an are of 70 


degrees. 


The Gasoline Towboat Brother Jonathan. 


The use of the internal combustion engine for marine 
motive power in towboats is growing rapidly. One of the 
latest examples is the new gas tug Brother Jonathan, designed 
by D. W. & R. Z. Dickie, San Francisco, for James Wilder, 
and used in towing work in San Francisco bay. This type of 
boat has been developed by Mr. Wilder after many years of 
experience in operating boats of different types, and has 
proved very successful for towing barges, schooners and gen- _ 
eral small towing work. 

Most of the towing is done on a headline, so the main tow- 
ing bit is placed well forward to facilitate handling. The 
hull is of strong, plain construction, well fastened throughout 
with galvanized iron, the general dimensions being as follows: 


Feet. Inches. 
Length from forward side of stem to after side of 
GST [CK co00000 ‘9000000000000000000H0000 37 Io 
IkengthRoversal leaner ceria eee: 42 ae) 
E iBreadthtimoldediaeereneeern ce ener II 34 
4T&e, Bread thkoversplankin Camere eerie rir II 7 
Ey-— 2 Oak leyRSENGlAN Oxer (AVENE, 6o000600009000000000000 12 3 
Depth molded, top of keel to top of beams at side 5 4 
IDHIN OF MOE! 0060000000000000000000000000 4 6 
% T. & G. Drattrofmwaterpatemcompletes-e- eee 5 6 
Draft forward, 3 feet 11 inches; mean........ 4 84 
Plank Sheer 2°x 12” 
LN AA 24" x 4 
BZZZip argh ace po 
afin ~] 2x4 Iron Bark 
Towing Stringer 2"x 6 P.S. Pine 
24% Pine 
Clamp 2’x 8” 2"x 4"Iron Bark 
BRO) JONATHAN. 
EesEe 
mire == =GASOLINE=TANKS—= ee 
2 CYLINDER [= i y a AV/}) 
75 H.P. a | 
-GAS ENGINE i yf HH} i) // 
Zan ———— Bly Wy) 
NWA af Y 
mms iia 
KNEE 
== 2 = KNEE 
—————$_— =S 
TOWING=STRINGEF == 


MIDSHIP SECTION, INBOARD PROFILE AND PLAN OF GASOLINE TOWBOAT BROTHER JONATHAN. 


NovEMBER, 1908. 


International Marine Engineering 


483 


SIDE VIEW OF THE BROTHER JONATHAN. 


The hull is short, to enable the boat to turn easily between 
the wharves. The steering, reversing and governing are all 
controlled by auto gear, the boat being easily handled by one 
man. 

The lumber used for planking, decking, ceiling and housing 
is No. 1 Puget Sound pine.» The stem. stern post, rudder, 
rudder post, cleats and bits are of oak. The main, lower and 
nose guards are of iron bark. Five natural knees are fitted 
on each side, as shown on the plan, through fastened through 
deck beams and deck and frames and outside planking, which 
makes the boat very solid. The crown of deck beams is 4 
inches in the width of 11 feet 7 inches. 

The engine is of the two-cylinder heavy duty marine type, 
built by the Atlas Gas Engine Company, San Irancisco, and 
develops 75 brake horsepower at 320 revolutions per minute, 
running on “No. 2” distillate. When running light the engine 
makes 320 revolutions per minute, turning a four-bladed 
elliptical propeller of 46 inches diameter, 40 inches pitch and 
33 percent surface ratio, driving the boat at a speed of 10 
miles per hour. The boat is too short for speed, the photo- 
graphs showing excessive bow wave when running at full 
speed. 


Type of engine (75 horsepower) .. Steam Gas 
Ine WeetlaanoodacsuedoouDooENED Crude oil Distillate 
PRS OH MWAlsccaccodscoac000000e $1.25 per bbl. 7c per gal. 
Cost of machinery per horsepower $100 (£204) $50 (£10) 
Weight per horsepower .....:... 450 lbs. 100 lbs. 
Fuel per horsepower-hour....... 1.3 lbs 4 U.S. gal. 
(COS! Oi Bie. osc000000000000000 424c (21d) 63.8c (31d) 
Hirstacosts)) Llulleee eile sei 23000) (4600) $1,800 (£370) 
Machinery.......... $7,500 (£1,540) $3,750 (£770) 
ARGH 60000000000000 $10,400(£2,140) $5,550 (£1,140) 


$1.20 (4/11) 
$1.625 (6/8) 


$0.60 (2/53) 
$1.238 (5/1) 


aborm Coste peGRhOULeEn Erne 
Total cost of operation per hour.. 


THE BROTHER JONATHAN AT FULL SPEED. 


The first cost and cost of operation of a gas and steam tug 
of the same power is approximately shown by the table. 

It will be seen from the table that the first cost and cost 
of operation of a gas tug of small power is much less than 
that of a steam tug, even though the fuel cost in the former 
is higher, the cost of labor accounting for the difference. 
The steam tug requires a hull 50 feet long, 14 feet beam and 
6 feet 6 inches draft. 


MARINE ENGINE DESIGN. 


BY EDWARD M. BRAGG, S. B. 
Calculations for the Connecting Rod. 


Let /= 2.25 X stroke = 2.25 X 42” = 94.5” 


k = 1.026; 
P = 77,700 X 1.026 = 79,800 pounds; 
IN| SS W2 
C = 70,000 pounds; 
70,000 
j= = 5,825 pounds. 
12 
2 X 79,800 
F= = 8.73. 


3-142 X 5,825 


Formula (27): 
1.08 X 8.73 X 70,000 X (94.5)? 
P= 0 
10,000,000 


D = 5.88”, (Use 5% inches), diameter at middle of rod. 

Diameter at top of rod = 5.875 X 0.9 = 5.28, (Use 54 inches); 

Diameter at bottom of rod = 5.875 K 1.1 = 6.45, (Use 64 inches). 
79,800 


. 


+ 76.2 + 8.73 = 34.53. 


Load on bolts of crosshead pin caps = = 19,950 pounds; this 


4 
will require 2.5-inch bolts (see Table IV.). 
Ty = 6.254 2057 4 0).5/” — (9).25/7. 

Heads of bolts will be 1.5 X 2.5” = 3.75” diameter. 

9.25” — 3.75” = 5-5”. The thickness Z of the fork can be 5% 
inches and have the heads of the bolts clear the fork by 1/,, inch. 
The length of the crosshead pin = 6.25 inches. Let the overhang 
of the box be #inch on each side; K = 6.25” — 1.5” = 4.75”. 
We will make the caps of wrought steel. 


| 79,800 X 9.25 


Formula (29): S) = 3.22" (Use 3}”). 
2X 4.75 X 7,500 

oF SP LAS ES Dogs 

SAS SP BOG” S Tr Mg’ 


7 
375” + get av = 12.375"; 
5 GQ? = Bs 
5 


Ww 
The radius of the inside of the fork is — = 5.625 inches. 
2 
Draw lines parallel to XX, Figure 31, spaced 1 inch apart. 


3 X 79,800 X 1 
ji? — 


Formula (30): 8.92; h = 2.985 inches. 
5-375 X 5,000 

h?, = 2 X 8.92 = 17.84; h, = 4.23 inches. 

W?, = 3 X 8.92 = 26.76; hs = 5.18 inches. 

W?, = 4 X 8.92 = 35.68; hk, = 5.97 inches. 

W?; = 5 X 8.92 = 44.60; hs; = 6.68 inches. 
The dimensions of the collar nuts can be taken from Table V.; 
total thickness of liners for crosshead end to be 2 inches, as follows: 


I 


1 cast iron liner 12 inches thick, 
1 brass liner 4. inch thick. 


484 


International Marine Engineering 


NNovemser, 1908. 


1 tin liner 1/,, inch thick. 
1/,. inch thick. 
1/,, inch thick. 
79,800 
— = 39,900 poun Is. 


1 tin liner 
2 tin liners 


Each bolt of the crank pin box must carry 
2 
From Table IV., the diameter should be 3} inches. 
Formula 37 (see below under crank shafts) gives the size of the 


crank shaft. 
D=(0.038X 23 .5+0.009X 41+0.002 X 64.+0.0165 X 42.) x3 185 
= 11.9% (Use 12 inches): 
Make the diameter of the crank pin 12} inches. 
21,000 X 1,000 


Formula (31): = 1.6 X = 39,500 pounds. 
850 
iB 30,500 
From Table VII., allowable pressure = 225 pounds. —-—— = 175.5 
225 

175-5 

square inches. Length C of crank pin = = 14inches. Let 
12.5 


the box overhang 2 inches on each side; then LZ = to inches. 
Make the cap of cast steel. 


U = 12.5" + 3.25” + 0.75” = 16.5”. 


79,800 X 16.5 
Formula (32): R= (eae = 5.12”, (Use 54 inches). 
10 X 5,000 
Let M = 2”, O=0.625”, P = 3.75”. 
for crank-pin end to be 3} inches, as follows: 
cast iron liner 2? inches thick. 
97, inch thick. 
1/,, inch thick. 
1/,. inch thick. 
1/,, inch thick. 


Total thickness of liners 


< 


brass liner 


I 
Ti 
2 tin liners 
t tin liner 
2 tin liners 


SHAFTING. 


Crank Shaft-—The stress upon the crank shaft can be fig- 
My 
ured by means of the formula f = 


I 


where M = the maximum equivalent twisting moment; 


y = radius of shaft; 


and I = polar moment of inertia. 
IEID) (OIE y 
or j= = : 
4mD!. 7D 
64 
g | 2X Sos 
For solid shafts, D= \ (33) 
} 
DP XK ID XK Sox 
For hollow shafts, jj (34) 
D+ — d' 


The maximum twisting moment can be obtained from the 
mean twisting moment by means of a factor derived from 
analyses of engine trials. The mean twisting moment 


I. H. P. X 33,000 


27Nn 
where J. H.P. = total indicated horsepower of engine, 
and nm = revolutions of engine per minute. 


The maximum can be obtained from this by multiplying by 
a factor C, which has the following values: 


Single-cylinder’ engine, C=2. 

Two-cylinder engine, C=1.5 
Three-cylinder engine, C = 1.33 
Four-cylinder engine, C= 1.25 


_ The crank shaft is subjected to bending as well as twisting, 
and the equivalent twisting moment is usually found by use 
of the formula: 

T,=M+ Ves 7 
M = the bending moment at the section where 
T = the maximum twisting moment. 


(36) 


where 


The load upon the crank shaft is intermittent in character, 
varying from a maximum to a minimum. The factor of safety 
to be used, then, is 8 if the twisting moment is that given by 
formula (36). If the bending moment is neglected, and only 
the twisting moment is used in figuring the shaft, the factor 
of safety should be increased to To. 

In order to get a rating it is necessary that not only a ship’s 
hull but also certain parts of its machinery shall conform to 
the rules of the registering society. The crank shaft is one 
of the parts of machinery whose size is specified, so that its 
diameter will be determined by some of the following rules, 
rather than by the preceding formule. 

Lloyd’s Rules (1906-1907).—Stroke greater than %4 low- 
pressure diameter and less than low-pressure diameter. 

Three Cranks at Equal Angles.—Ratio of low-pressure area 
to high-pressure area not over 9: 

Diameter of line shaft . 


= (0.038A + 0.009B + 0.002D + 0.01658) X 3//P. (37) 


Four Cranks at Equal Angles.—Ratio of low-pressure area 
to high-pressure area not over I2: 
Diameter of line shaft 


= (0.033A + 0.01B + 0.004C + 0.0013D + 0.0155S) X 3 P. (38) 
Diameter of crank shaft = 21/20 diameter of line shaft. 
Diameter of thrust shaft between collars = 21/20 diameter 

of line shaft. 

Diameter of screw shaft 


0.03P 
= (0.63 + 


x IL; 
I 
where P = diameter of propeller, and 7 = diameter of line 
shaft. In no case must the diameter of screw shaft be less 
than 1.07 T. 
In the above, - 


A = diameter of high-pressure cylinder in inches; 

B = diameter of first medium-pressure cylinder in inches; 

C = diameter of second medium-pressure cylinder in inches; 
D = diameter of low-pressure cylinder in inches; 

S = stroke of engine in inches; 

P = gage boiler pressure. 


Bureau Veritas Rules (1907) for shafting of double, triple 
and quadruple expansion engines, no overhung cranks: 


3 |PL(m,D,? +o.1D?) 
non : 
C 
d = diameter of after shaft bearing in inches; 
mn, = number of high-pressure cylinders; 
D, = diameter of each high-pressure cylinder in inches; 
mn = number of low-pressure cylinders. 


(39) 


D = diameter of each low-pressure cylinder in inches. 
L = length of stroke, in inches, common to all pistons. 
P = gage boiler pressure in pounds per square inch. 


For hollow shafts the diameter must be increased by 1 per- 
cent if the diameter of the hole is 0.4 of the outside diameter; 
by 2 percent if the diameter of the hole is 0.5 of the outside 
diameter; by 5 percent if the diameter of the hole is 0.6 of the 
outside diameter, and by 10 percent if the diameter of the hole 
is 0.7 of the outside diameter. 

If the sequence of cylinders and angles of the cranks in 
quadruples are so chosen as to reduce the maximum torsional 


NoveMBeER, 1908. 


International Marine Engineering 


485 


eee 


Angle 

Type of No. of No. of | Between Value of 

Engine. Cylinders. Cranks. Cranks. Factor C. 
Compound..... 2 2 go? 3,400 
Compound..... 4 2 go° 3,500 
Compound..... 6 3 120° 3,800 
Compound..... 2 I ere 2,100* 
Compound..... 3 3 120° 3,600 
siripleseeeeeeret 3 3 120° 3,900 
UBD E>scoooc'occ 3 2 go° 3,000 
AAD Esocccooac 4 2 go° 3,300 
Quadruple..... 4 2 go° 3, 1007 
Quadruple..... 4 4 go° 4,0007 


* Cutoff at 0.8 in high-pressure cylinder. 
7 Subject to approval. 
moment the above values may be increased, but in no case 
shall they exceed 4,100. Each particular case must be sub- 
mitted for approval. 
; D 
The diameter of propeller shaft must be (1.7 —— — 15) 
d 


percent in excess of the diameter of the crank shaft; where 
D = diameter of propeller in inches, and d the diameter of 
crank shaft in inches. The diameter of thrust shaft at the 
bottom of collars, both between and immediately beyond these 
latter, to be equal to that of the crank shaft, and tapered off 
at each end to the smaller diameter of the body of the shaft. 
For tunnel shafts, a reduction of 6 percent on the diameter of 
the crank shaft will be allowed. 

Turbine Shafting.—In turbine engines, where /. H. P. is the 
‘estimated power transmitted by each shaft, 


9 [7° YK Me LEls IP D 
= \ 3d, —d)- ——d> — 1.050, (40) 
R 160 
where d= diameter of tunnel shafting in inches; 
d, = diameter of propeller shaft in inches; 
d, = diameter of rotor shaft in inches at smaller part; 
D = diameter of propeller in inches; 
and R= number of revolutions per minute. 
American Bureau of Shipping Rules for Shafting. 
PDL 
3 ST in AP ae 
S= (D? (41) 
4 iG |— + 2.4 
\? 


wvhere S = diameter of crank shaft in inches; 

P = gage pressure at boiler in pounds per square inch; 

D = diameter of low-pressure cylinder in inches (if there is 
more than one low-pressure cylinder, then for D? use 
the sum of the squares of the diameters); 

L = length of stroke in inches; 

K = factor from following table: 


Angle 

No. of | Between Value of 

Type of Engine. Cranks. Cranks. Factor K. 
Compoundeeerrerrerirt 2 go° 1,450 
Compoundeeeeeeeerereriae 2 180° or 0° ~—_1,,200 
Compound (3 cylinders)... 3 120° 1,500 
Ain Soosocveoo0e00000008 3 120° 1,700 
Triple (4 cylinders)....... 4 go° 1,600 
OQwarcheppoooccc000000000 4 go? 1,800 
Quadruple (5 cylinders).... 5 TOP 2,100 


In four-crank engines with unequal spacing of cranks, K 
must be decreased as follows: 

If smallest angle lies between 75 degrees and 85 degrees, 
decrease K by 100; if smallest angle lies between 65 degrees 


Radius of coupling fillet = 
Diameter of eccentric pads = 
Diameter of journal and pin 


Radius of crank web at pin 
Radius of crank web at shaft = N = 0.925L. 
Breadth of web in solid shafts = O 

Metal between shaft and pin 


and 75 degrees, decrease K by 200; if smallest angle lies 
between 55 degrees and 65 degrees, decrease K by 300. 

For hollow shafting see under equation 39. The diameter 
of the propeller shaft is to be 6 percent in excess of the 
diameter of the crank shaft. The diameter of the tunnel 
shafting may be 5 percent less than that of the crank shaft. 

Crank shafts are generally made in sections, one section for 
each cylinder. The sections are flanged and joined together 
by coupling bolts. Shafts may be divided into two classes, 
forged and built-up, and still further divided into solid shafts 
and hollow shafts. In the merchant marine, shafts less than 
12 inches diameter are usually forged, as shown in Fig. 32, 
except that they are seldom hollow; above that diameter they 
are usually built up, as shown by Fig. 33. Hollow shafts are 
seldom used in merchant ships, but are used almost altogether 
in vessels of the navy. 


FIG. 32.—(BOTTOM). 


FIG. 33.—(TOP). 


The proportions of the different parts should be as follows: 


Diameter = D (see above). . 

Thickness of webs = A =0.6D to 0.7D. 

Length of crank pin = B = length of crank pin box + 4 
inch to ¢ inch. 

Diameter of crank pin = C = D to D+ 1 inch. 

Thickness of couplings = E =0.22D to 0.25D, naval 
engines. 

= 0.25D to 0o.28D, merchant 

engines. 


Clearance between webs and 
main bearings = F = 4 inch to # inch. 
Clearance between couplings 
and main bearings = G = 2 inches to 3 inches. 


Clearance between eccentric 


pads and main bearings = Hl = 4 inch to 4 inch (minimum), 
d = 1 inch to 2 inches. 
ik = 


D + 4 inch to D + # inch. 


in crank webs = L = C + 3 inch to C + 1 inch. 
= M = 0.875L. 


= 1.05D to 1.1D. 
= P 

When the three sections of shafting for a triple engine are 
to be interchangeable, all of the crank webs should be of the 
same thickness, otherwise the forward webs can be made 
thinner than the after webs, having a thickness of 0.6 D at 
the forward end and 0.7 PD at the after end. The bearings can 
be of different lengths, but sufficient clear space must be 


.0.45L (at least). 


486 


International Marine Engineering 


NovEMBER, 1908. 


on all sections of the shaft to accommodate the 
longest bearing, if the sections are to be interchangeable. 

The diameter of the coupling flange must be determined by 
the size of the coupling bolts used. The pitch circle of the 
bolts must be large enough to permit the nuts on the ends of 
the bolts to turn, without having to cut away anything but 
the fillet of the flange. The correct number of bolts and 
diameter of pitch circle can be determined only by trial. In 
the first assumption, the radius of pitch circle can be taken as 
0.75 of the diameter of the shaft, and in the largest sizes of 
shafts one bolt is allowed for about each 2 inches of diameter 
of shaft. In order that the shearing strength of the bolts may 
equal the torsional strength of the shaft, the diameter of the 
coupling bolt should be, for solid shafts, 


allowed 


D | D 
R=—xX se ; (42) 
2 mx? 
and for hollow shafts: 
T= 
R ml . (43) 


ID XK BX 
where R = diameter of coupling bolt at shearing section; 
D = outer diameter of crank shaft; 
d = inner diameter of hollow shaft; 
mn = number of coupling bolts; 
and y = radius of pitch circle of coupling bolts. 
The diameter of the coupling flange should be 2(r + R). 
The coupling bolts are usually tapered from end to end at 
the rate of 1 inch per foot. Where thg nut is attached at the 
smaller end the diameter of the bolt can be reduced from 
14 inch to % inch, as the nut serves merely to keep the bolt in 
place. 


’ ders. 


BEARINGS. 


The diameter of the crank shaft in the main bearings is 
that given by the formula for crank shafts. The length of the 
bearings is made such that the bearing pressure shall not ex- 
ceed that given in Table VII. The loads upon the bearings 
increase as we go towards the propeller, and are not all of 
the same character. In some cases the bearing pressure is 
well distributed over the entire circumference of the bearing; 
in other cases it tends to act upon a small portion only. As 
the important thing about a bearing is that it shall be suf- 
ficiently large to be kept cool, it can be seen that a larger 
unit bearing pressure can be allowed where the load is well 
distributed than where it is concentrated upon one part only. 

When a piece of shafting, such as a line shaft, for instance, 
is transmitting power, there is no load upon the supports 
except that due to the weight of the shafting. If, however, 
a crank is introduced into the shaft, and a bearing placed on 
either side of the crank, these bearings will be subjected to 
loads in addition to those from weight alone. The force 
which one web delivers through the crank pin to the other 
web will be felt upon the bearing adjacent to the latter web, 
while the reaction which the first web experiences will be felt 
upon the bearing nearest that web. These loads upon the 
bearings must be equal in amount and opposite in direction, in 
order that the shaft which was in equilibrium before the crank 
was introduced may still be in equilibrium. 

The turning force acting at the crank pin will increase 
as we go towards the propeller, so that this component of the 
bearing pressure will become more predominant. The com- 
ponents of the bearing pressure are shown in Fig. 34. OA is 
the position of the crank after it has turned through 135 
degrees. AB is the force acting through the connecting rod, 
and is composed of the weight of the reciprocating parts and 
the unbalanced steam pressure on the piston. BC is the cross- 
throw of the connecting rod. CD is the resultant of the 
weight of the shaft and the inertia of the reciprocating parts. 


DE is the centrifugal force of the unbalanced parts of the 


crank webs and crank pin. EF is the force acting upon the 
after web, due to the turning force from the forward cylin- 
EG is the reaction upon the forward web, due to the 
above force. AF is the resultant force acting upon the after 
bearing, and AG is the resultant for the forward bearing. 

It will be seen that, if the turning force were left out, as is. 
the case in the bearings of the first cylinder, the two bearings 
would have the same load upon them, and acting in the same 
direction. The effect of the turning force, however, is to. 
cause the resultant loads to differ quite widely in amount and 
in direction. As the turning force changes its direction of 
action through 360 degrees during a revolution, its effect upon 
the resultant, as it becomes more predominant in the bearings. 
nearer the propeller, is to cause the load to be distributed 
more uniformly around the bearing. In the case of the for-_ 
ward bearing of each pair of bearings, since the reaction of 
the turning force is, in general, acting in a-direction opposite 
to that of the other forces, the resultant tends to act upon the 
sides of the bearings. 

The mean load upon the bearings can be found approxi- 
mately by means of the formula: 


21,000 


[HP, + /HP,], (44) 
PS 

where PS = piston speed in feet per minute; 

- HP, = the indicated horsepower developed by the cylinders 
forward of the cylinder whose bearings are in 
question; 

HP, = the indicated horsepower developed in the cylinder 
over the bearings; 

fj =a factor whose value can be taken from the curves. 
given in Figure 35. 


and 


NovEMBER, 1908. 


International Marine Engineering 


487 


The factor f allows for two components of the bearing 
load, one due to the power being developed in the cylinder 
over the bearings, and the other due to the centrifugal force 
of the rotating parts. If we had to deal with the first com- 
ponent only, f would be constant for all horsepowers, but since 
the centrifugal force of the rotating parts increases at a 
greater rate than the horsepower, the factor f will increase as 
the horsepower increases. When the centrifugal force of the 
rotary parts is balanced by weights upon the crank webs, the 
factor f will be taken as for zero J. H. P. 

Sometimes the bearings between two cylinders are combined 
into a common bearing. In this case the load coming upon it 


Factor / for Equation 


‘sug o[diay, 
“sum oldtay, 
dp 41mMa,, 
‘sug ‘dnapentd 


ayeyg ..dQ aing,, 
IFPUS «.PHOS,, 


Hy] WeUS « 


Factor / for Equation 


FIG. 35. 


can be found approximately by calculating the load coming 
upon each bearing by means of formula 44, and multiplying 
the sum of the two loads by a factor taken from the following 
table: 

TABLE OF FACTORS FOR COMMON BEARINGS. 


Angle 
Between 
Between. Type of Engine. Cranks. Factor. 
tst and 2d cylinders.. Triple; high leading.... 120° 0.6 
@Quadrupleseeeee rir: 180° 0.45 
Triple; low leading..... 240° 0.85 
2d and 3d cylinders.. Quadruple......... sereys go° 0.47 
Triple; high leading.... 120° 0.625 
Triple; low leading..... 240° °.9 
180° 0.875 


gd and 4th cylinders.. Quadruple............. 


When two cranks are at 180 degrees from one another, with 
a common bearing between them, the steam loads are opposed 
to one another, and balance, if equal powers are developed in 
the two cylinders. On the other hand, the loads from the 
turning force, being transmitted through the crank pins, are 
added to one another. This can be readily seen when it is 
remembered that the common bearing serves as the after bear- 
ing of one cylinder, and the forward bearing of the other 
cylinder. Since the cranks make an angle of 180 degrees, the 
two forces, which in the bearings for a single crank are op- 
posed to one another, are in this case added to one another. 

It will be found usually that in the case of triple-expansion 
engines the two bearings of the first cylinder and the forward 
bearing of the second cylinder can be made of the same size, 
also that the after bearing of the. second cylinder and the 
forward bearing of the third cylinder can be made the same. 
The after bearing of the third cylinder will be the largest of 
all. 

(To be Continued.) 


BOW WAVE THROWN UP BY THE CRUISER MONTANA AT FULL SPEED. 


Bow Wave of the Montana. 


When the American armored cruiser Montana passed - 
through her official trial trip last spring, and attained a mean 
speed for four hours of 22.26 knots with 27,489 indicated 
horsepower, a photograph was made of the bow wave when 
running full speed. This photograph was taken from the 
extreme port end of the flying bridge, and is here reproduced. 

The Montana is a large armored cruiser, having a displace- 
ment of 14,500 tons at her normal draft of 25 feet. The 
length is 502 feet on the waterline, with an extreme beam of 
72 feet 8 inches. The ship at this draft carries 900 tons of 
coal, but has stowage capacity for no less than 2,000 tons. 
The main battery includes four 10-inch rifles mounted in pairs 
in two turrets on the center line, forward and aft, and sixteen 
6-inch rapid-fire guns, located twelve on the gun deck and 
four on the main deck. The secondary battery includes 
twenty-two 3-inch and twelve 3-pounder rapid-fire guns, six 


488 


International Marine Engineering 


NovEMBER, 1908. 


machine guns and four I-pounder automatic guns. There are 
four submerged torpedo tubes. The armor includes a belt 16 
feet wide and 5 inches thick (3 inches at ends). The turrets 
and barbettes have, respectively, 9 and 7 inches of armor, 
maximum, while the guns in battery are protected by 5 inches. 
The armored deck varies from 1% to 3 inches in thickness. 


MARINE GASOLINE ENGINE DESIGN. 
BY E. W. ROBERTS, M. E. 


The object of this article is not to enter into all the lengthy 
details of gas-engine design, but to point out some special re- 
quirements for designing marine gasoline (petrol) engines 
according to modern ideas. With the exception of engines 
built to meet extreme racing requirements, lightness in pounds 
per horsepower, while desirable, is not the chief requisite. One 
should have, in a first class marine engine, strength, lack of 
vibration, stability, large wearing surfaces and certain lubrica- 
tion as the major requirements to be met, and quite a number 
of minor requirements, that will be taken up during this dis- 
cussion. 

Strength, stability and lack of vibration practically go hand- 
in-hand. An engine lacking either one of these is a very poor 
engine for a boat, and will give endless trouble. While strength 
and lack of vibration are not obtained by the same methods, 
yet, to have good stability, an engine must be both strong 
and vibrationless. 

There is an inclination among designers toward extremely 
light engines, especially in those of the “built-up” type, to 
sacrifice strength in order to get extreme light weight. This 


FIG. 1. 


style of engine always reminds the writer of a little steam en- 
gine in one of his early boats, which was so flimsy that it had 
to be held when it got up to speed. The best style of frame 
for a four-cycle engine is what is known as an A-frame, and 
is of the general design shown in Fig. 1. This style gives 
strength without. excessive weight, and bas no chance to work 
loose from the motion of the engine. 

Usually, for stability of operation, one of the chief require- 
ments is a broad and long base for the engine to rest upon. 
On the earlier engines there was used a narrow frame, which 


made the engine inclined to rock on its foundation. Modern 
engines have a base extending outward, so that the founda- 
tion timbers may be carried forward of the vly-wheel, as shown 


Fic. 2. 


in Fig. 2 by the full lines. The old and the poorer way is 
shown by dotted lines. 

Quite a number of marine engines are constructed with a 
flat bed-plate forming part of the base. In extending this to 
reach beyond the fly-wheel, it is likely to be made very heavy. 
This surplus weight can be avoided by using well-ribbed arms, 
instead of a plate. Quite a few boat-builders are inclined to 
think that this is detrimental to the working of the engine; 
but they will find, on inspection, that quite a number of auto- 
mobile engines are built in this way. In large engines, with 
heavy fly-wheels, it is often necessary to make an extra broad 
arm near the fly-wheel, using, if the occasion requires, three 
ribs instead of two. Quite frequently it is of advantage to 
face the top of the foundation timbers with iron, in order that 
an arm may not be drawn too tightly into the foundation tim- 
ber and, therefore, twist the base out of line. 

The minimum of vibration is obtained in single-cylinder en- 
gines by careful counterbalancing. Generally this is done in 
a half-hearted way by guess, and no means are employed when 
the engine is being built for verifying the counterbalancing 
effect. Quite a number of builders are inclined to balance 
their single-cylinder engines in the fly-wheel. First-class re- 
sults can be:obtained only by counterbalancing with bob 
weights on the crankwebs. The best results, in a trunk piston 
engine, can be obtained by balancing with bob weights accord- 
ing to the following rule: Weigh carefully the piston with 
its piston pin and piston rings, and then weigh each end of the 
connecting-rod, by placing one end on the scale and balancing 
the other end on a knife edge, directly opposite the center of 
the bearing, and with the connecting-rod held horizontal. 
Then design a counter weight with a balancing effect equal to 
one-half the weight of the piston plus one-half the small end 
of the connecting-rod plus the whole weight of the large end 
of the connecting-rod and the crankpin, and with a lever arm 
equal to that of the crankpin. Add to this the leverage of the 
crankwebs, taken at the center of gravity. In other words, 


NoveMBeEr, 1908. 


International Marine Engineering 


489 


balance half the reciprocating parts and all of the rotating 
parts. 
Stated as a formula, it would be as follows: 
Let P=weight of piston with pin and rings, 
D=weight of piston end of rod, 
C=weight of crank end of rod, 
W =weight of web, 
QO =weight of crankpin, 
T =crank throw = one-half stroke, 
S=radius to center of gravity of web, 
R=radius to center of gravity of counterbalance, and 
K = weight of counterbalance. 
[A(P+D)+C+OI1T+WS 
Thea lk = ———_—_————————— 
R 


A bob weight may be cast from gray iron, with wrought iron 
straps cast on, as shown in Fig. 3, and the weight may be 
riveted to the crankwebs by means of these straps. 


FIG. 3. 


Finally, check up your balance weight, as shown in Fig. 4, 
laying the crankshaft on a pair of straight edges and hanging 
a weight WV” on the crankpin, as shown. As the crank- 
pin and the crankwebs are used, the weight should equal 
Y%(P+D)+C. The weight may be added to by drilling with 
an under cut and filling with lead, and weight may be taken 
out by drilling. It takes but a moment to make this test, and 
it should be done with every engine, principally for the reason 
that blow holes may occur in the counterweight that would 
not otherwise be detected. When space is limited, as in the 
crankcase of a two-cycle engine, it is a very good scheme to 
core out the inner part of the weight and fill it with lead. The 
best method is to make the casting heavy and to drill the 
weights, to bring them to a balance. 

In multiple-cylinder engines, other rules apply. Two-cylinder 
four-cycle engines are usually made with the cranks on the 
same side of the crankshaft, in order to make the impulses 
come evenly. Such engines must be balanced by counter- 
weights in the same way as a single-cylinder engine. Three- 
cylinder engines of both the two-cycle and the four-cycle types 
are usually made with the cranks 120 degrees apart. Four- 
cylinder, two-cycle engines have the after cranks at 180 de- 
grees from each other. and the forward cranks at 180 degrees 
from each other; but the two pairs are placed at go degrees. 
Hence, when the engine is running, there is an impulse for 
each one-quarter revolution. In the four-cylinder, four-cycle 
engine, the two center cranks are together, and the crank pins 
at the ends are at 180 degrees from those in the center. See 
Figs. 5 and 6. 

With the exception of the two-cylinder, four-cycle engine 
with the cranks together, it is necessary that the pistons and 


connecting-rods should weigh very closely the same. The al- 
lowable variation should not be over %4 ounce per pound. The 
crankshafts themselves should balance, and special attention 
should be given to the balancing of three-cylinder cranks, as 
this type is that most likely to be at fault. 

It seems scarcely necessary to call attention to the balancing 
of the fly-wheel, but this is something often neglected, or done 
in a haphazard sort of way; and there is nothing that will 
make an engine vibrate more than a poorly balanced fly-wheel. 
As an example of what may be done in balancing, the writer 
has seen a four-cylinder, two-cycle engine running at 600 
revolutions on which was standing on end a full-length pencil. 
This pencil was the ordinary Eagle diagraph, from which the 
eraser had been removed. 

One of the greatest nuisances of the old-style marine en- 
gine is the hot exhaust pipe. Various methods have been em- 
ployed to overcome this objectionable feature and so prevent 
the possibility of burns. These, the operator knows, are only 
too frequent. The first method adopted was to cover the pipe 
with asbestos, or other heat-insulating material. Then gradu- 
ally it dawned upon several designers that it would be possi- 
ble to water-jacket the exhaust. At first the idea was merely 
to decrease the noise of the exhaust, and the earlier plan was 
to allow a portion of the outlet water to enter the exhaust 
pipe near the engine. This helped in muffling the exhaust, but 
was of little service, so far as preventing burns was concerned. 
Then came the water-jacketed exhaust manifold, which in 
some cases is extended so that the entire exhaust pipe is 
jacketed to the outlet into the sea. 


traight edge 
each side 


Knife Edge 


The water-jacketed exhaust is easier attached to the two- 
cylinder than the four-cylinder engine. In certain styles of 
four-cycles, however, the exhaust is carried down through a 
pocket in the water-jacket of the engine and is brought out 
near the base. A hot pipe near the floor is not so apt to be 
troublesome as one within easy reach. If the exhaust is 
jacketed where it leaves the engine, and the pipe lagged with 
non-conducting material from where it leaves the manifold, it 
will be found quite satisfactory. ; 

The usual practice is to lead the circulating water into the 
top of the cylinder and out through the jacket of the exhaust 
manifold. The opposite plan appears to the writer the more 
rational. An engine will run best when it is warm. On the 
other hand, it is desirable to keep the exhaust as cool as pos- 
sible, both to cool the exhaust gases and thereby contract 
them, and to make it possible to touch the manifold without 
discomfort. It will be found that the warmer the engine is 
run, the greater will be its efficiency. 

The location of the carbureter should be low, in order to 
have a sufficient head of gasoline to make the fuel flow freely. 


490 


International Marine Engineering 


NoveMBeER, 1908. 


The rule, on the average engine, is to so place the carbureter 
that the level of the gasoline in the float chamber is not over 
2 inches above the center of the shaft. 

Starting the small marine engine is a simple matter, but with 
the larger bores the task becomes an irksome one. The start- 
ing crank, to be effective, must be very long or geared. A 
later method is to use a long bar carrying a pawl to engage 
a ratchet on the crankshaft. The engine is turned over until 
an explosion takes place, or until just over the center, and 
the ignition current turned on. The latter is the safest method, 
as then a back kick will not carry the lever with the engine. 
In any case, some safeguard should be used to prevent the 
lever from being thrown backward and injuring the operator 
or damaging the boat. One builder of large engines makes 
the ratchet of cast iron, with weak teeth, so that in case of a 
back kick the teeth are broken. Three or four spare ratchets 
are carried on board. A much simpler way is to make the 
Pivot pin of the pawl just strong enough to pull the engine 
over. A sudden jerk will shear the pin and prevent damage. 
It is much cheaper and simpler to replace, and takes up less 
room than the ratchet. In fact, an ordinary wire nail will 
answer for the pin. In Britain, the starting lever is mounted 
on an A-frame, at an easy position for the operator. This 
method has not found favor in America. 

For large engines, the more rational way of starting is by 
means of compressed air. In fact, when the horsepower runs 
into the hundreds it is by far the most practical. The simplest 
way to start on compressed air is to use some form of throttle 
valve, and to admit the air by hand at the proper time in the 
stroke. A later improvement is to employ an air valve oper- 
ated from the cam shaft. The engine then operates as an air 
engine until the gasoline cycle is taken up. In order to get 
an impulse every revolution, the cams are so arranged that, in 
starting, the mixture inlet valve is closed, and the exhaust 
valve opens at each revolution. This is usually arranged so 
that, in a multiple-cylinder engine, one cylinder is running on 
air while the others are taking up the gasoline cycle. 

The latest and the best method, from the practical stand- 
point, of operating large engines is to so construct the engine 
that it can be run either ahead or astern by shifting the cams. 
The air-starting mechanism is arranged to work in both direc- 
tions, and the engine can be handled very much like a steam 
engine. The mechanism used to operate an engine ahead or 
astern is very complicated for a four-cycle engine, and is 
hardly worth while on engines under 100 horsepower. For 


the smaller engine, reversing propellers and reversing gears: 


are used, with the latter somewhat in better favor. A few 
two-cycle engines are arranged to reverse by means of the 
ignition. This is quite satisfactory for small craft, provided 
the reversing mechanism is made automatic and controlled by 
a governor. 

The growing favor of the two-cycle motor, especially for the 
smaller craft, calls for a few remarks on the design of this 
class of motor. For many years we have been accustomed to 
the old two-port type, in which the suction of the charge into 
the crank case is through a check valve. For speeds below 
600 revolutions per minute this type has been very satisfactory ; 
but when running at higher speeds, the three-port type gives 
the best service. With the advent of the racing boat, growing 
more and more into favor each year, the demand was for 
comparatively light motors of the high-speed type. There at 
once came a protest from the builders of low-speed motors 
that good service, especially in the two-cycle, could not be ob- 
tained at high speed, and that the motor would be short-lived. 
The assertions they made were, however, based upon their 
trials with low-speed motors at high speed, and the fact was 
overlooked that we have had high-speed steam engines with 
us for a number of years, giving good service. Gasoline en- 
gines will stand up just as well when operated at high speeds 


as at low speeds, provided that they are correctly proportioned 
for the speed at which they are to be run. 

The main points to consider, when designing an engine to 
run at high speed, are to make the reciprocating parts as light 
as possible without sacrificing strength, and to make the bear- 
ings of ample length. The crank pin, being the hardest to 
lubricate, should have particular attention. The designer is 
especially asked to note that it is the length, rather than the 
projected area, of the bearing surface that is important in the 


design of high-speed engines. In his Manual of the Steam 
Engine, the late Professor Thurston gives the following 
formula for the length of an engine bearing: 
Let P =the total mean pressure = area X mean effective 
pressure, 
R=revolutions per minute, 
L=length of the bearing in inches. 


IP Ik 
Then L = ——— 
600,000 


It has been found, however, in high-speed gasoline engines, 
especially where the lubrication was the least uncertain, that 
the formula given is very likely to cause trouble with hot 
crank pins. In recent designs a constant cf 500,000 has been 
used for the denominator of the above fraction, and even as 
slow as 400,000, where circumstances would allow. This extra 
length is especially desirable. in high-speed, two-cycle motors, 
wherein the oil is swept from the base almost as fast as it 
enters. For example, the constant 500,000 gives for a 4-inch 
bore and a mean effective pressure of 80 pounds per square 
inch a length of 2 inches at 1,000 revolutions per minute. For 
a 4%-inch bore, the length of the pin should be 2% inches. 

In the length of the crankshaft bearing, the designer is 


NoveMsBer, 1908. 


International Marine Engineering 


491 


usually restricted by the length over all of the motor. The 
inner bearings between the cylinders should be approximately 
twice the diameter of the shaft, and the outer bearing at 
least two and one-half times the diameter of the shaft, espe- 
cially in a high-speed, two-cycle motor. 

The length of the piston pin can usually be made the same 
as that of the crank pin, and, in order to insure the minimum 
amount of wear, the pin should be fully this length, or at least 
as long as the piston will allow, when it has to be made 
shorter. It is necessary always to get a good bearing in the 
piston. This does not mean approval of fastening the pin in 
the rod and allowing it to turn in the piston, as it is preferable 
to place the bearing in the connecting-rod. 

Short pistons in high-speed engines wear loose quickly and, 
when this happens, they are inclined to slap. Many designers, 
especially of automobile motors, turn their pistons small at 
the center and thus reduce the wearing surface, under the mis- 
taken impression that in this way they reduce the wear. It is 
usually considered a well-established principle in design that, 
for the same conditions, the larger the bearing surface the 
longer the wear. The piston should be not fess than one-third 
longer than the diameter of the cylinder. : 

High-speed, two-cycle motors, carefully’ designed, give as- 
tonishingly good results in power and speed.. The power of 
a well-designed two-cycle, three-port engine will be 1.32 de- 
livered- horsepower for each’ 100 cubic inches. of piston dis- 
placement per 100 revolutions per minute. The best record of 
a four-cycle motor is 0.98 horsepower, and a great many give 
only 0.88. It is reported that cases of both two-cycle and four- 
cycle motors would do better than this, but the information 
was not such that the accuracy of the figures could be guaran- 
teed. The figure’ 0.98 for the four-cycle motor has been ob- 
tained both from large motors operating at moderate speed 
and from small motors operating at high speed. For in- 
stance, 15.4 horsepower has been obtained from an 8 by 1o- 
inch cylinder at 330 revolutions per minute, and 12 horsepower 
from a 5% by 6-inch cylinder at 900 revolutions. With a 
mechanical efficiency of 85 percent, this would mean a mean 
effective pressure of 89 pounds per square inch. With the 
two-cycle, the mean effective pressure by comparison is but 
60 pounds, due principally to the fact that a considerable por- 
tion of the stroke is employed in emptying and recharging the 
evlinder. j 

For some time it has been the practice of builders of marine 
gasoline motors to rate them at about 75 percent of their actual 
power. This is confusing, and is apt to lead to many misun- 
derstandings. Since a marine engine of this type is nearly 
always run at its full power, there is no good reason why it 
should not be so rated. Therefore, a 5% by 6-inch, four-cyl- 
inder, four-cycle should be rated at 48 horsepower, if designed 
for a high-speed motor, and proportioned according to the 
speed at which the motor is to be run. This size, properly 
designed, can be depended on for 48 horsepuwer at goo revolu- 
tions. 

The speed at which a marine motor should be run depends 
somewhat upon the boat and the class of water. Speed boats 
pure and simple need high-speed motors, and the higher the 
speed of the boat the higher should be the speed of the motor. 
This is for two reasons. First, in order to get the requisite 
power, without overloading the boat, a slow-speed motor may 
not be used. In speed boats, they being usually of shallow 
draft, the propeller should be of small diameter and com- 
paratively low pitch. In order to get a high speed with a 
small pitch, the speed of the propeller must, of course, be high: 

In slower boats it is comparatively easy to operate with a 
high-speed motor using a propeller of small diameter and 
pitch, provided that the boat does not have to buck into ex- 
tremely heavy weather. Small wheels, however, have not the 
area to thrust against heavy resistance. 


There is a great deal in the choice of a propeller wheel suit- 
able for not only the engine, but the boat as well, and it is a 
good thing for the designer to have reliable data at hand on 
this matter. For example, identical engines will turn a cer- 
tain wheel not over 800 revolutions per minute in a family 
launch, and in a racer will drive it up to 1,100 revolutions. 
The propeller for a speed boat should be most carefully bal- 
anced, otherwise it will not only cause the engine to vibrate, 
but it will reduce its speed. Ordinarily, the three-bladed 


FIG. 6. 


propeller has been found to be better balatced than the two- 
bladed. Two propellers have been taken, one a two-bladed 
and the other a three-bladed, both alike in diameter and pitch, 
and tested with the same boat and the same motor. With the 
three-bladed, the engine ran 720 revolutions per minute, and 
with but little vibration; while with the two-bladed, the engine 
slowed down to 650 revolutions, and the vibration was so 
great that the power had to be shut off. 

Not being a propeller expert, the above experience with the 
two and the three-bladed screws is given for what it is worth. 
The propellers were furnished by a propeller specialist, and 
his word was taken that they were carefully balanced. Yet 
other propeller makers state that it is possible to make a two- 
bladed screw that will run as well at high speeds as one with 
three blades. 


International Marine Engineering 


NovEMBER, 1908. 


The Russian Cruiser=Battleship Rurik. 


BY BENJAMIN TAYLOR, 


We present a final photograph of the Russian cruiser-battle- 
ship Rurik, taken during her last series of steam trials on the 
Clyde, on the completion of which she was handed over to 
the Russian government—a completed bargain. We also give 
a deck view, taken from the bow of the ship, showing bar- 
bette, etc. 

The speed trials were made in several runs over the meas- 
ured mile at Skelmorlie, Clyde. The condition was that the 
engines should keep up an average number of revolutions 
equaling or exceeding the number corresponding to 21 knots, 
as ascertained on the measured mile trials. This was easily 
accomplished. The Rurik also carried through two 30-hour 
trials, one at about 19 knots and the other at about 12 knots. 
These trials were to-determine the radius of action. 

The mean of Io hours at full power during 24 hours’ trial 
was: Steam pressure, 280 pounds per square inch; vacuum, 
26.2 inches; revolutions, 141.6 per minute; indicated horse- 
power, 20,675. All her twenty-eight (Belleville) boilers were 
in use, and the air pressure in the stokehold averaged 0.36 
inch. The guaranteed horsepower was 19,700, and the revo- 
lutions required were 135 for 21 knots, so the results exceed 
the contract; the speed maintained having been approximately 
22 knots. The heating surface is over 55,000 square feet. 


THE RUSSIAN CRUISER-BATTLESHIP RURIK. 


Tests were also made of coal and water consumption, and 
as to an important condition in the contract with reference 
to stability. The temperatures were tested in various parts 
of the ship, etc., and maneuvering trials were carried out 
satisfactorily. 

The Rurik was designed for a displacement of 15,200 tons 
on a draft of 26 feet, and is well within these limits. Her 
length between perpendiculars and on waterline is 400 feet, 
and the molded breadth is 75 feet. On normal displacement 
she carries 1,200 tons of coal, which may be increased to 
2,000 tons by filling the bunkers. With the latter quantity, the 
estimated steaming radius at 10 knots is 8,000 nautical miles. 

The machinery has been designed less for economy of 
weight than reliability. Her boilers are fitted for consuming 
coal or oil fuel. The propelling machinery consists of two 
sets of four-cylinder triple-expansion engines. The power, 


under easy steaming, is 20,000 indicated horsepower, with the 
boilers working at a steam pressure of 285 pounds to the 
square inch, reduced to 250 pounds before entering the en- 
gines. A complete system of auxiliary machinery has been 


fitted, and the pumping and drainage arrangements are the 
outcome of Russian Admiralty plans. 

In respect to her armament, the Rurik is remarkable be- 
cause, though called an armored cruiser, she has all the fight- 
ing power of a battleship. She is also specially equipped for 
repelling torpedo-boat attacks. 


All her guns have, possibly, a 


VIEW FROM FORECASTLE LOOKING AFT. 


greater elevation and depression than in other ships. She has 
fovr toe-inch breechloading guns, 50 calibers in length, twin 
mounted in barbettes forward and aft on the center line, and 
each of them can be worked through 35 degrees of elevation 
and 5 degrees of depression. The forward guns can be trained 
45 degrees abaft the beam, and the after guns 45 degrees 
before the beam. She has also eight 8-inch breechloading 
guns, 50 calibers in length, twin mounted in barbettes on the 
quarters of the ship. All these guns are electrically worked. 

For repelling torpedo attack there are twenty 4.7-inch quick- 
firing guns of 50 calibers in length; sixteen of these are in an 
armored battery in the center of the ship, separated from 
each other by transverses of specially hardened armor. This 
battery enables the secondary armament to be placed higher 
above the waterline than usual. It incidentally adds largely . 
to the armored protection, as it is above the normal armored 


NovEeMBER, 1908. 


International Marine Engineering 


493 


Ne EET TIEES IETS ESSE 


side of similar ships. There are four 4.7-inch guns aft, also 
within armor on the sides of the ship. To counteract the 
effects of raking fire, three armored bulkheads have been 
fitted. There are twelve smaller quick-firing guns. Two 
18-inch torpedo tubes, completely submerged, are placed for- 
ward. 

On the gun trials 100 rounds of ammunition were fired from 
one of each type of gun. Thirty rounds were fired from two 
of the 1o-inch guns and two of the 8-inch guns, and fifteen 
from the other guns, at various angles of elevation and de- 
pression and on various bearings. The gun mountings were 
worked to give a rapidity of two rounds per minute from the 
10-inch guns, three rounds from the 8-inch guns, and eight 
rounds from the 4.7-inch guns. The 47-millimeter (3-pounder ) 
guns were fired at the rate of between twenty and thirty 
rounds, and the Maxim guns at about 500 rounds per minute. 

The Rurik has a complete armor belt from end to end and 
to a considerable distance below the waterline. It is 6 inches 
in thickness, tapering to 4 inches (bow) and 3 inches (stern) 
at the extreme ends of the hull. This belt is 12 feet deep, 
and the thick portion amidships extends over a length of 270 


structors of the vessel attribute this to the faulty designs fur- 
nished by the Russian Technical Committee, while the Ad- 
miralty blames the builders. 

A comparative table is given of the latest ships of this gen- 
eral character belonging to the seven leading naval powers. 
The only broadside greater than the Rurik’s is that of the 
(battleship) Kurama. The propulsive results on the Rurik, 
as shown by the Admiralty coefficient, are remarkably fine; 
while the French and German designs show poor results. 


> fs r=] : aa ae cS 

eae ase ipcst | gs lags) | ss 

aS SS BRS So aa 8 as 

ao PAS 2s HS S38 3S aS 

ee GS ES LS I be ey ae 
‘Displacement. . 15,200) 14,600) 14,500) 13,644) 12,426) 14,760) 14,636 
Horsepower....| 20,675] 27,856] 27,489] ¥*87,000| *23,000| *35,000/ *22,000 
Speed, knots... 22 23.01 22.26 *23 *22 *23)' *21.25 
Admiralty coef. 316 261 239 188 248 209 261 
Length, feet... . 490 520 502 515 470 499 450 

410” | 4--9.2!’| 4-10” |14—7.6/"| 2—12” |12—8.2/”) 4—12” 

Battery..... S— 8A LO E56 — 6 eee reeset 12—8”’ 8—5.9/’| 8—8” 
i Aooooodos 22 —— Sra arterials 12—3” |20—3.47\14—4.7” 
Broadside, lbs. 3,450 2,520 2,954 1,665 3,032 2,532 4,715 


* Estimated. + Really a battleship. 


THE SEA-GOING TUG DARENT, BUILT BY FERGUSON BROTHERS, PORT GLASGOW. 


feet. For protecting the 4.7-inch guns, the upper strake, for 
200 feet of the length of the ship, is 3 inches specially hard- 
ened armor. The barbettes within this central battery are of 
much heavier armor, having 71%4-inch walls. The conning 
towers are of 8-inch armor. ‘Two range-finding towers ex- 
tend a considerable height above the upper deck, and are 
constructed of 5-inch armor. Protective decks of a combined 
thickness of 4 inches are arranged, to insure that high ex- 
plosive shells shall burst outside the vitals of the ship. The 
base of each of the three funnels is protected by armored 
casings. The whole of the machinery and magazines are, 
under the waterline, surrounded by armored walls extending 
from the main deck, through the protective deck, to the 
bottom of the ship. 

The Rurik was built, engined and armored by the Vickers 
Sons & Maxim Company, Barrow-in-Furness, having been 
launched Noy. 17, 1906. 

The Russian papers have been severely criticising the con- 
struction of the ship, asserting that during recent firing tests 
on board, conducted by a special commission, four out of the 
eight 8-inch guns constituting part of the main battery were 
rendered unserviceable by the sinking of the turret founda- 
tions. It is declared that the cruiser will be valueless as a 
fighting unit until the turrets are rebuilt. The English con- 


A New Thames Tug=Boat. 

The powerful screw tug Darent, built by Ferguson Brothers, 
Port Glasgow, to the order of the Thames Conservators, car- 
ried out her speed trials on the measured mile, the mean speed 
of six consecutive runs being 1134 knots, considerably in ex- 
cess of the contract, and highly satisfactory. 

The vessel is intended for general harbor service and to act 
as a tender to the conservancy dredging fleet. The officers’ 
and crew’s quarters are arranged aft of the machinery space, 
and are spacious and well equipped. The saloon forward is 
paneled in polished oak, the pantry and lavatories being tiled 
on floor and walls. A roomy chart house is fitted under the 
bridge deck. 

Davis steam steering gear is fitted on bridge, also Chad- 
burn’s telegraph, with speaking tube and telephones to various 
parts of the vessel. Electric light by Clarke, Chapman & Com- 
pany is fitted throughout, with powerful cluster lights for sal- 
vage work. The forward windlass is of Harfield’s make. 

The propelling engine is of the triple-expansion type, fitted 
with Brown’s patent reversing gear, Axiom lubrication and 
United States metallic packing. Steam is supplied by a large 
multitubular boiler having a working pressure of 180 pounds 
per square inch. . 

The following auxiliaries are fitted in engine room: one 


494 


International Marine Engineering 


NoveMBER, 1908. 


powerful fire and salvage pump, with swivelling monitor on 
deck, Caird & Raynor’s evaporator, Railton & Campbell’s feed 
filter, automatic float tank, feed pump, electric generator with 
direct-acting engine, and a fresh-water duplex pump. Fresh- 
water compartments are arranged in the vessel for supplying 
the dredgers, barges, etc., on the Thames. 


Throttle Watch in a Typhoon. 
BY S. F. SMITH. 


A few days after target practice, on a hazy, hot, tropical 
morning, in Manila Bay, the word was passed by the 
boatswain’s mate, “All hands up anchor!” The windlass 
rattled, and the “pick” was soon at the hawse-pipe. 

The navigating officer on the bridge gave orders to port the 
helm, and moved the pointers of the engine-room telegraph 
from “stop” to “slow ahead” on starboard; to “slow astern” 
on the port. The 13,000-ton battleship trembled slightly from 
the motion of her engines, and began to swing slowly and 
majestically around to port, pointing her bow towards Cor- 
regidor Island, bound for Hong Kong, where we were to 
go into the Kowloon dry-dock to be cleaned, painted and have 
our sea valves overhauled. 

We passed the historic Corregidor, and steamed up along 
the western coast of Luzon at a 10-knot speed. The weather 
continued hot, and the sea was calm, just a light air from the 
south, directly astern, causing poor draft, and hot, hard work 
in the fire rooms, in order to keep up the prescribed 150 pounds 
of steam at the boilers. The thermometer in the fire rooms 
registered 168 degrees F., in the engine room 138 degrees F. 

The firemen, between the acts of firing, slicing and pushing 
back, dove under the ventilators and mopped the streaming 
perspiration from their eyes. “Whew! She’s hot.’ But 
there is not much time to think about it—the above-mentioned 
cycles come around too often. No, the “land-lubber” fireman 
couldn’t live down there. 

About four bells, or after the evening meal, the wind 
changed to the eastward, and a slow, drizzling rain started. 
Someone said the “glass” was falling rapidly, indicating “a 
night of it.’ The men began to array themselves in their 
oilskins and “sou’-westers,” and collected in small groups to 
the lee of the forward 13-inch turrets, smoking their pipes 
and talking in low tones about the prospects of the coming 
night, and listening to the prophecies of the older tars, who 
had had various kinds of “runs” through these seas before. 

It was now seven bells, and raining hard, and the wind was 
blowing in gusts, causing the ship to list over to port a few 
degrees.. It also caused the men around decks to seek shelter 
of some kind. We were now leaving the northern end of 
Luzon, and every now and then Cape Bojedor light—which 
flashes every minute—could be seen a few points off our star- 
board quarter. We began to feel the heave of-the ship more 
distinctly now, as we plowed out into the Yellow Sea. 

My hammock was swung on the berth deck. On my way 
to it from the main deck I had to pass through the gun deck. 
On entering this, and looking around, I found a far different 
scene from that on the main deck; men and boys were loung- 
ing around on their ditty boxes, playing cards, reading, talk- 
ing and laughing, and it soon made one forget the dark night 
and the storm brewing outside. 

No sooner had I rolled into my hammock than the whistle 
of the boatswain sounded, and after it, “Relieve the wheel and 
lookout!” I settled myself comfortably for my four hours’ 
sleep; eight bells strike, the whistle again and after it, “Turn 
in your hammocks and keep silence about the decks!” was the 
last I heard before going to dreamland. 

The next thing I knew someone was shaking me, saying, 
“Roll out, there; fifteen minutes, roll out!” meaning that I had 


only fifteen minutes to “roll out,’ dress and relieve my man 
in the engine room. I was just begining to think he was never 
going to stop shaking me, but on looking around I found 
everything else was being shaken up, from the ship “wallowing 
into it,’ so I “rolled” and hastily got into my “watch clothes” 
—not one of the shining uniforms the uninitiated “land pikers” 
see us in on our trips ashore—but overalls and a sleeveless 
shirt and a pair of No. 8 regulation navy shoes, which I 
sorted out from a half dozen other pairs, all having slid down 
to leeward against the bulkhead. I also picked up my cap 
from among them, and, after adorning myself in these things, 
staggered out through the alleyways to the engine-room hatch. 

Steadying myself on the hot hand-rails, I] made my way 
down through the starboard battle hatch, over the top gratings, 
passed the high-pressure cylinder—which greeted me with 
the familiar sound of heavy breathing as the steam entered 
and exhausted from it—down the ladder to the lower or 
handling platform. 

The telegraph pointer stood at “half speed ahead,” and the 
engines were running to correspond. J made the usual rounds 
before relieving my man at the throttle, and then went up to 
him, saying, “How is she, Peters?” 

“Oh, everything is all right; we have been running half 
speed about two hours; I guess she is pounding into it pretty 
hard up there; steam 125, revolutions 55.” And he went up 
the ladder, seeming glad his four hours of nerve strain was 
over, and little thinking he would be turned out to the tune of 
“All hands save ship!” inside of two hours more. 

I took my station at the various levers by which the speed 
of the 5,500-horsepower engine is controlled, counted the 
revolutions of the high-pressure crank, noted the readings of 
the steam, receivers and vacuum gages and the indicator on 
the bulkhead, which divides the port from the starboard 
engine room, and found my engine leading slightly, which 
was proper. The warrant machinist went from one engine 
room to the other, not saying a word; but by the expression of 
his face I knew all was well. 

The ship was pitching heavily, causing the engines to race 
slightly when settling her stern into the trough of the sea. 
At these moments I choked her with the butterfly valve, and 
outside of that the regular engine-room routine was carried 
on for the rest of the hour. 

At one in the morning (two bells) the telegraph jangled, 
and the pointer came to rest at “Slow ahead.” I choked her 
down to 30 revolutions per minute, and slowed down the main 
air and circulating pumps, and notified the water tender to 
check firing. The ship was now laboring heavily, and great 
care was necessary in moving around on the slippery floor- 
plates, or the result would be serious. 

Everything was again going smoothly after slowing down. 
The ship did not receive the hard shocks as before, but rolled 
and pitched more heavily; so it was only to hold on, keep ears 
and eyes open, and watch the rhythmic rise and fall of the 
cranks, with their occasional racing. As this became 
monotonous, I whistled to the fire room, asking the water 
tender if all were well out there. The answer came back, 
“All ©. K. out here.” 

I then asked Wilson, in the port engine room, how things 
were over there. “Oh, it’s just lovely over here; I’m hanging 
on with my teeth and hands. I guess this must be a typhoon, 
all right.” 

“T ouess it is the’—whew! whiss! hiss! hiss-s-s! Water 
comes down the hatch and ventilators, striking the hot pipes 
and cylinders, partly turning to steam. I try to duck it, with 
poor success; the ship takes a heavy dive, everybody holds on, 
and looks at each other. More water comes down the venti- 
lators; the telegraphs jangle briskly, and the pointer stops at 
“Very slow ahead.” I choke her, and notice the electric lights 
are getting dim, with occasional “winks.” 


NovEMBER, 1908. 


International Marine Engineering 


495 


“What do you think is happening?” from the young mes- 
senger boy. 

“T don’t know, sonny,” I answered, and told him to find a 
grease lamp and light it, but he seems so scared that he does 
not dare leave me. The lights now slowly die out entirely; 
something must be wrong with the dynamos. I told the oilers 
to light the bulkhead oil lamps with their hand lamps. 

The water tender comes from the fire rooms. “Nos. 5 and 6 
fire rooms are flooded! The coal has washed off the floor 
plates into the bilges and choked the strainers, and the pumps 
won’t work on them!” 

“To the best you can to clear them, and get the pumps going 


light, and the ship laboring in the midst of a bad typhoon. 

Try to imagine yourself in a corner of this room, hanging 
on with one hand and bailing water into buckets with the 
other; catching the water on the jump as it comes down 
towards you with the roll of the ship, dodging oil cans, waste 
cans, tools and no end of things that break loose in the ex- 
cessive rolling. Oh, no! you don’t have time to think of home 
and dry land, or if the ship is going down; things come too 
swiftly, and there are too many orders to execute. 

The ship is now “hove to,’ and we ride it out. Two days 
later “Jack” is in the land of the Celestials, enjoying him- 
self, and—never a typhoon. 


THE STEAMER PARINGA, BUILT AT KINGHORN FOR AUSTRALIAN COASTING SERVICE. 


on them.” The warrant machinist goes with him to help keep 
the men in order. 

A ’phone message from the bridge asks us how things are 
down here. We answer, “Our lights are out, the forward fire 
rooms are flooded, and the strainers*choked with coal.” 

“Do the best you can,” from the bridge. The chief engineer 
is down here now. He goes to the fire room, and comes back 
with the warrant machinist. _ 

The engine cranks are now dipping into the water as it 
comes rushing in from the fire rooms, for the small bilge pump 
cannot handle it all; so we swing the main circulating pumps 
from the sea suction to the main drains. 

I ’phone to the dynamo room, telling them our lights are 
out. “We are flooded up here; the water came down our 
ventilator and wet all our machines, so we had to shut down,” 
comes the answer. 

The word has long ago been passed on deck to “All hands 
save ship!’ and bucket gangs are formed to clear the dynamo 
room and other compartments of water; some are at the 
hand pumps. The main drain strainers have choked with 
coal from the fire rooms, and we swing the main circulating 
pumps back on the sea: suction, in order to cool our condenser, 
for the vacuum is falling. 

We send men “diving” down to clear the strainers and try 
the pumps again, and so on for an hour or more, until we 
finally clear the bilges of water; then thoroughly clean out the 
coal and replace the floor plates. The forward fires are again 
worked, and general order is restored throughout the fire 
rooms and the engineering department in general. 

It is now 3 o'clock, and we are still under “grease lights.” 
I telephone to the dynamo room: ‘How soon can we have 
lights ?” 

“We don’t know, as there is a great deal of water washing 
around the place yet.” 

My! but it must be nice up there; hot! whew! The dynamo 
room is situated directly over the boilers, and has only one 
10-inch ventilator, through which they draw air with an 
electric suction blower, and that is now stopped on account 
of no “juice” from the dynamos, and only grease lamps for 


An Australian Coasting Steamer. 


The steamship Paringa, built by Messrs. Scott of King- 
horn, Ltd., was launched in April last for the Adelaide Steam- 
ship Company, of South Australia. The dimensions of the 
vessel are: Length between perpendiculars, 230 feet; breadth. 
molded, 36 feet; depth, molded, 16 feet 4 inches, with a gross 
tonnage of about 1,300. She has been built to the highest class 
with the British Corporation and to British Board of Trade 
requirements for a foreign-going passenger steamer. 

This vessel has a long poop and forecastle, three cargo 
hatchways and five steam winches. Steam steering gear is 
placed aft in a steel house, and works direct on to the screw 
steering gear, which is of extra strong make, by Donkin & 
Company, Newcastle-on-Tyne. A large warping winch is also 
placed in this house. 

The arrangement for working cargo is of the special design 
fitted on most of the Adelaide Company’s vessels. A large 
casting is fixed to the deck, half-way between the center line 
and side of the ship. The goose neck for the derrick sits into 
a cast-steel nut, which can be moved by means of a square- 
thread screw. The head of each derrick is supported by chains 
to outriggers from the mast. The foot of the derrick can be 
moved in or out to suit loading or discharging cargo; and lifts 
are arranged for 10, 8 and 5 tons. There is also provision for 
fitting a 20-ton derrick. 

Accommodation for twenty-eight first-class passengers is 
provided in two-berth rooms at the fore end of the poop on 
main deck. The rooms are tastefully fitted, and special atten- 
tion has been made for keeping the rooms cool by means of 
large Boyle ventilators; each room is also provided with a 
goose-neck ventilator. These rooms are finished in white 
enamel and polished teak pilasters. The panels are polished 
jalousie, with expanded metal panels at top and bottom and 
an opening glass panel below the beams. 

The dining saloon is in the deck house at fore end of poop. 
It is in polished hardwood, tastefully designed, with ceiling 
done in white and gold. Two electric fans keep this room 
cool. A smoke room is situated above, and is in polished 
hardwood, with ceiling of lincrusta, white and gold. An 


490 


International Marine Engineering 


NovEMBER, 1908. 


electrically-operated fan is also provided for this room. 

Accommodation is provided aft for sixteen second class 
passengers. The rooms are similar to the first class, jalousied 
and finished in white enamel. The captain and officers are 
berthed amidships on the lower bridge, while the engineers 
and petty officers are aft in sidehouses. The crew are for- 
ward in forecastle, and have their own bath room. 

Special attention has been paid to all the accommodation, 
and all the rooms are large, airy and well ventilated, with 
everything that can add to the comfort of passengers and 
crew. Electric light has been fitted throughout the ship. 

The engine, which is placed aft, is triple expansion, with a 
working pressure of 180 pounds per square inch. The cylin- 
ders are 21, 35 and two of 37 inches by 36-inch stroke. Two 
Babcock & Wilcox watertube boilers have been fitted. The 
grate area of the furnaces is 156 square feet, and the heating 
surface 5,000 square feet. A complete auxiliary outfit is pro- 
vided, consisting of electric light plant, large ballast pump, 
sanitary pump and general steam pump. 

The vessel was launched with steam up, and immediately 
proceeded to Burntisland under her own power. 

BENJAMIN TAYLOR. 


Trials of the Marine Contractor. 


There was a busy atmosphere about the low-ceilinged office, 
with its corps of young men, each lending his share to a 
well-managed, energetic shipyard, the clicking of the type- 
writer following the earnest dictation (out of a cloud of cigar 
smoke) from the ever-busy manager, whose eyes gleamed at 
the prospective business this bid would bring, and the excite- 
ment that comes from honest competition to secure contracts 
trom sealed bids. Most of us have felt the keenest nervous 
strain at one time or another in our lives, whether it has been 
with rod and reel, with the gun in a quiet valley, thick with 
undergrowth, out of which the gamest of birds start for 
liberty with a thrilling roar, or with other sports or anxious 
moments; but there is hardly a more anxious moment, when 
one’s nerves are more highly strung, than that when the 


authority says: “Time is up; any more bids? Bids are 
closed.” Then the opening. 
A strange picture is presented at these openings. Seldom 


does the man whose money is at stake appear; more often one 
not so deeply interested represents the firm, and even among 
these men, of all ages and types, there is a grand opportunity 
for the study of face contortions. It is doubtful whether the 
actual contractor, having been through these exciting moments 
when he was assistant to another, could stand the strain of 
these ordeals, which are part of the daily business routine. 
They are usually well and gladly rid of the mission, but stand 
close by the ’phone at their offices awaiting the result, which 
their lieutenant hastens to transmit when all bids have been 
read and the successful bidder announced. 

It was for a tremendous repair job to a large vessel, that all 
were anxious to get at a good price; but, work being scarce 
at the time, the chances for cut-throat prices were propitious, 
and generally understood to be likely. We visited the vessel, 
worked nights on the estimate, which was asked for to be in 
and opened three days hence. This, by the way, is custom- 
ary—to have the contractors crowd a good week’s work into 
this time or less, and necessitates a nerve-racking task, trying 
first one way and another to arrive at a fairly good price 
likely to secure the job, but still have a fair margin of profit, 
and name the fewest possible days that will complete the work, 
always having in mind a large demurrage payable for each and 
every day one fails to finish the work. : 

The bids opened; we were declared successful and the con- 
tract was awarded: A groan of relief arose from everybody, 
but a sigh of anxiety from the “boss.” Immediately orders, 


right and left; things must be set in motion; no time to be 
wasted; minutes mean dollars from now on; a good figure for 
the job and a short period to finish; $300 per day demurrage 
for each and every day over contract time. Three hundred 
dollars bonus for each and every day contract completed pre- 
vious to contract time. After the best part of contract time, 
all of which was spent in good, hard labor, the books show a 
good profit in sight—work well in hand—looks to be easily 
completed within the time and a few days’ bonus in sight. 

A snag is struck; needless to go into details; must be over- 
come, and means a vast amount of additional work. The fore- 
man erred; the superintendent beside himself to get out with 
least possible loss of time and labor; estimated profit gone and 
demurrage seems inevitable. Owners of the vessel become 
anxious; have arranged sailing, and delay means more to them 
than amount of penalty to be suffered by contractor; day for 
completion rolls by and finish not in sight. The great blunder 
carries blame for every man connected with the plant, and 
when the ship finally steams away there’s no thanks, but “hell 
to pay” for all hands. 

Such is the life that may be understood only when directly 
connected with the concern handling such a character of work, 
and yet should you chance to be a visitor on one of the worst 
or most exciting days of these struggles, there is not the 
slightest surface disturbance evident; such strong, manly 
hearts and constitutions are meted out almost providentially 
to those to whom such cares and worries are no more than is 
expected. Smooth sailing comes more often than such trouble, 
but experience teaches that in the times of healthy prosperity 
perversity must play its part. 


The Fire Float Beta. 

In our September issue appeared photographs and a de-_ 
scription of the pumps fitted to this vessel, which was specially 
designed by F. J. Trewent & Proctor, London, E. C., for this 
purpose. The hull was built of steel by Forrestt & Company, 
Wivenhoe, and is too feet 6 inches in length by 16 feet 6 
inches molded beam, with a draft of 3 feet 6 inches—a spe- 
cially light draft being necessary to enable the vessel to get 
as near to the shore as possible when attending fires. There 
are six watertight transverse bulkheads, which, in conjunction 
with fore-and-aft bulkheads on each side of the machinery 
and boiler space, render the craft practically unsinkable in the 
event of damage. 

The twin-screw triple-expansion propelling engines and 
two watertube boilers, each fitted with an automatic feed 
regulating device, were manufactured by Mumford & Com- 
pany, Colchester. .The boiler room outfit includes a pair of 
powerful automatic feed pumps and general service pump, an 
evaporator for supplying fresh water to the boilers and a 
powerful forced draft fan. Each of the two boilers is capable 
of running the propelling machinery at full power. Steam is 
therefore always kept on one boiler, so that the vessel can 
be dispatched at a moment’s notice. While on her way to 
any fire, the other boiler can be lighted up and be under full 
steam in a very short time, so that on reaching her destination 
both boilers would have a full pressure of steam for driving 
the pumps, both boilers being required to work the four pumps 
at their fullest capacity. The boiler room is arranged on the 
closed stokehold principle, and fitted with a powerful fan for 
forcing in air under pressure. 

It is said that this vessel has the most powerful fire fighting 
installation of any afloat on such a light draft; and in de- 
signing her for this purpose it was found advisable to ar- 
range the twin screws on the tunnel system, so as to obtain 
large enough propellers for the required speed. Suitable 
quarters are arranged for the crew aft, and she is lighted 
throughout with electric light. 


~ Novemser, 1908. 


International Marine Engineering 


497 


A LARGE TWIN-SCREW MOTOR BOAT. 


The Cristina, designed by Henry J. Gielow, New York, and 
built by George Lawley & Son, South Boston, for F. C. 
Fletcher, of Boston, is the largest of her type, and, having a 
hull of mild steel and scantlings a trifle heavier than the re- 
quirements of Lloyd’s, she is fit for cruising anywhere. Her 
length over all is r10 feet; length on the waterline, 103 feet 
5 inches; beam, molded, 17 feet 6 inches, and draft, 6 feet. 
The lines are fair and easy, running in an unbroken sweep 
from bow to stern. The sheer is sufficient to meet head seas 
without too much wetness. The deck is virtually flush, extend- 
ing unbroken for a distance of 72 feet from the bow, where 
it drops 2 feet on each side for a width of 3 feet, leaving a 
central trunk extending 20 feet further aft. This arrangement 
affords excellent ventilation, and does away with the high 
appearance of many flush-decked motor boats. The only spar 
is a signal mast aft of the funnel. The latter is used for 
ventilating galley and engine room. | 

A deck house forward, 20 feet long and averaging 12 feet 
wide on the inside. is depressed 16 inches below the main 
deck. Up to the lower sides of the windows this house is 


lights aft of the funnel, and lighting, respectively, the saloon 
and the passage between staterooms, the companionway for- 
ward for the crew and a steering platform, 7 by 8 feet, located 
between the deck house and the funnel. 


This platform is 


DINING SALOON AND DECK SPACE AFT ON STEEL TWIN SCREW MOTOR YACHT CRISTINA. 


(Hhotographs, N. L. Stebbins, Boston.) 


constructed of steel plating, and is finished with teak panel 
work both inside and outside. This deck house is fitted up 
as a dining room, using ordinary chairs, and a round exten- 
sion table. Aft on the starboard side a stairway leading down 
to the staterooms and cabin is visible at the left of our illus- 
tration. On the port side steps lead to the main deck. Be- 
tween the two. stairways is a sideboard and buffet, finished in 
teak, with a small dumbwaiter leading to the galley imme- 
diately below. 

The only other obstructions on the flush deck are two sky- 


inclosed with a brass railing and covered with an awning. 

Below decks the forepeak is occupied by chains. Aft of the 
collision bulkhead is the forecastle, 14 feet in length, including 
the crew’s toilet and locker rooms. Berths are here provided 
for four men. Staterooms for the captain and engineer, fitted 
with wardrobes, etc., come next. Then comes the engine 
room, 12 feet in length, immediately beneath the dining saloon. 
This room is inclosed in steel watertight bulkheads, with all 
woodwork fireproofed and covered with asbestos, in order to 
reduce to a minimum all danger from fire. 


498 


International Marine Engineering 


NovEMBER, 1908. 


THE STEEL TWIN SCREW MOTOR YACHT CRISTINA, DESIGNED BY HENRY J. GIELOW. 
(Photograph, N. L. Stebbins, Boston.) 


Aft of the engine room is the galley, fitted with stove, 
dressers, sink, dish racks and closets, with an ice-box and re- 
frigerator (with a capacity of more than % ton of ice) and a 
gasoline (petrol) tank (capacity 2,000 gallons) just abaft the 
galley space. This tank, which is inclosed in a steel water- 
tight compartment, is constructed of galvanized steel, with 
rivets and seams soldered. The capacity is such as to give 
the boat a cruising radius of 1,100 nautical miles at full speed, 
or 2,200 miles at 10 knots. On the starboard side is a passage 
leading from the saloon to the staircase up to the dining 
saloon. 

The owner’s quarters and staterooms for guests are located 
in the after half of the vessel. Immediately abaft the galley is 
the saloon, running the entire width of the hull, and 11 feet 
in length. Aft of this on the port side are two staterooms 
with a toilet room between them, while on the starboard side 
are the steerage and passage to the main deck, a stateroom with 
double berth and a bath room. Still further aft is the owner’s 
stateroom, extending the full width of the vessel, and contain- 
ing a double berth, two wardrobes and a bureau. The after 
end of the hull is allotted to general stores. 

Propulsion is by twin screws, each actuated by a ySiX- 


cylinder 100-horsepower engine, built by the Standard Motor 
Construction Company, of Jersey City. These engines are 
located forward beneath the dining saloon, and the long length 
of shafting makes it possible to place the axis of the propel- 
lers in a nearly horizontal line. The rudder is balanced, and 
the dead wood is cut away aft to such an extent as to make 
for easy handling. The maximum speed is about 13 knots. 

Three boats are carried, one of which is itself operated by 
a small gasoline engine. There is an electric light plant in the 
engine room, and the boat is heated throughout by steam. 
Running water is supplied throughout the entire vessel, a 
fresh-water tank with a capacity for 100 gallons being located 
in the general store room aft. The bath room and toilet room 
floors are tiled, as are also the sides and bulkheads of these 
compartments. 

Our illustrations will show that the vessel is most tastefully 
fitted up, and that a prime requisite in the design was the 
subject of comfort. The expanse of deck space aft of the 
funnel is such as to give plenty of room for lounging and for . 
such entertainments as may be desired by the owner. The 
boat was launched July 31 last, and has already seen some 
little service. 


THE LIBRARY ON THE CRISTINA IS COSILY AND TASTEFULLY ARRANGED.— VIEW LOOKING TOWARDS PORT SIDE. 
(Photograph, N. L. Stebbins, Boston.) 


NovEeMBER, 1908. 


A New Petroleum Engine. 


A French engineer, M. Sabathé, has in hand the preparing 
of designs for a torpedo boat destroyer of 500 tons dispiace- 
ment. The design calls for three screws, the outboard screws 
being operated by two engines placed in parallel, and the 


International Marine Engineering 


499 


at 1.2 kilograms per effective horsepower. The designer says 
that these petroleum engines can be reversed in about twelve 
seconds. without need of any special reversing engine. The 
cost of one of these 3,000-horsepower engines delivered at 
Havre is about 960,000 francs (£38,000, or $185,000). 


poopoow 


o ages 


"5 OUTBOARD PROFILE, MAIN DECK AND LOWER-DECK PLANS OF TWIN SCREW STEEL MOTOR YACHT CRISTINA. 


center screw by an engine placed forward of the others. The 
armament consists of two rapid-fire guns of 100 millimeters 
(4 inches), six guns of 75 millimeters (3 inches), and two 
torpedo tubes. Each engine has eight cylinders; combustion 
is effected by compression ‘and not by electric spark. When 
cruising at 19-knot speed it is proposed to use the center 
screw only. For speeds above 19 knots and under 25 knots 
the center screw will be stopped, and the two outboard engines 
used. For speeds above 25 knots all three engines will be 
brought into play. 

The designs call for a total engine weight of 220 tons, and 
at a speed of 14 knots the cruising radius is estimated at 
4,800 nautical miles. The fore-and-aft length occupied by one 
of these engines of eight cylinders is 11 meters (36 feet), and 
the height from bed plate to top of cylinders is 2.9 meters 
(9% feet). M. Sabathé estimates that 22 tons of petroleum 
will suffice for this vessel for a 1,200-mile run, assuming a 
14-knot speed, and that the same vessel would use 52 tons of 
coal for this distance at the same speed. The calculations 
call for a petroleum consumption at this speed of 0.185 kilo- 
gram per horsepower per hour. It is estimated that this vessel 
will develop 850 horsepower effective when making 14 knots, 
and 9,200 horsepower effective when attaining a speed of 30 
knots. An eight-cylinder engine of this design, when making 
about 300 turns per minute, will develop an effective horse- 
power of between 2,500 and 3,000. 

For a vessel of 1,000 tons this engine can afford a main- 
tained speed of 19 knots on an hourly consumption of 
petroleum of 0.19 kilogram per effective horsepower. For a 
reciprocating steam engine the coal consumption is estimated 


Shipbuilding. 
Lloyd’s report for the quarter ended September 30 shows 


» under construction in the United Kingdom 319 merchant 


vessels, aggregating 733,378 gross tons. This is a loss of 
66,000 tons, or 8 percent, from the June quarter, and is the 
lowest on record since the September quarter of 1896. It is. 
but slightly more than half the figure for the September 
quarter of 1901 or the June quarter of 1906. A similar slump. 
is shown in other countries, the construction under way in 
France being given as 44,803 tons; in Germany, 160,804 tons; 
in Italy, 43,070 tons; in Japan, 97,580 tons; and in the United 
States, 55,105 tons. This latter does not include the Great 
Lakes. 

Under construction in the United Kingdom were shown 66. 
warships, aggregating 251,138 tons displacement. Eight of 
these are British and two Brazilian battleships; two, British 
armored cruisers; two British and two Brazilian scouts; while 
the balance are destroyers, submarines, etc. 

The Bureau of Navigation in Washington reports the 
construction during the quarter ended’ September 30 of 319 
vessels, aggregating 20,887 gross tons. Only thirteen of these 
vessels, aggregating 7,908 tons, were steel steamers. ‘This. is 
probably a low record for any quarter in the history of modern 
American shipbuilding. The corresponding figures for the 
1907 quarter were 330 vessels of 133,092 gross tons, of which 
36 vessels, aggregating 109,985 tons, were steel steamers. An 
interesting side light on the character of the construction this 
year is afforded by the fact that the steel steamers average 
only 608 tons, whereas last year the average was 3,055 tons, 
or more than five times as large. 


500 


‘International Marine Engineering 


NovEMBER, 1908. 


Published Monthly at 
17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 
H. Ll. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 


E. L. SUMNER, Secretary 
and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


SIDNEY, GRAVES KOON, Editor 


Branch 
Offices 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Boston, 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1908, by Marine Engineering, Inc., New York. 


INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. : 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 


no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the ri of 
the month. 


Rudders and Rudder Posts. 

Some months ago we published in considerable de- 
tail a number of rudder designs from Pacific Coast 
practice of the United States and the practice of the 
Navy Department. ‘These were largely warships, and 
all were large vessels. 

In the present number we are fortunate enough to be 
able to supplement the previous article by another, cov- 
ering practice on the Clyde in steamers of small and 
moderate size, including both screw, paddle-wheel and 
turbine propulsion. 

The value of such articles, giving exact details on 
subjects of vital importance to the ship, can scarcely 
be over-estimated. The interchange of ideas result- 
ing from the application to the problem of the minds 
of many engineers at widely separated points, and 
working under differing conditions, is of extreme value 
to everyone interested in the subject, and as such we 
commend both articles to careful perusal. 


Society of Naval Architects and Marine Engineers. 

The sixteenth general meeting of the Society will be 
held on Thursday and Friday, the 19th and 2oth of 
November, in the Engineering Societies building, New 
York. A list of the seventeen papers prepared for 
discussion follows: 

I. “The War Eagle,” by Charles H. Cramp. 

2. “Practical Methods of Conducting Trials of Ves- 
sels,” by Col. E. A. Stevens. 

3. “The Influence of Free Water Ballast upon the 
Stability of Ships and Floating Docks,” by Naval Con- 
structor T. G. Roberts, U. S. N. 

4. “Further Experiments upon Longitudinal Dis- 
placement and its Effect upon Resistance,” by Pro- 
fessor H. C. Sadler. 

5. “Further Analysis of Propeller Experiments,” by 
Clinton H. Crane. 

6. “Deviation of the Compass Aboard Steel Ships; 
Its Avoidance and Correction,” by Lieut.-Commander 
L. H. Chandler, U. S. N. 

7. “The Influence of Midship Section Shape upon 
the Resistance of Ships,’ by Naval Constructor D: We 
Taylor, U. S. N. 

8. “Recent Inventions as Applied to Modern Steam- 
we ” by W. C. Wallace. 

. “Service Test on the Steamship Harvard, aay, 
pone C. H. Peabody. 

“Trials of the United States Scout Cruiser 
Chester, Fitted with Parsons Turbines,” by Charles 
P. Wetherbee. 

“Some Remarks on the Steam Turbine,” by J. 
Ne see 

2. “Shipbuilding on the Great Lakes,” by Robert 
Giles 

13. “The Steamer Commonwealth,” 
Gardner and W. T. Berry. 

14. “Fire Boats,” by Charles C. West. 

15. “Sea-Going Suction Dredges,” by Thomas M. 
Cornbrooks. 

16. “The British International Trophy Race of 
1908,” by W. P. Stephens: 

17. “Transportation of Submarines,” by Naval Con- 
structor W. J. Baxter, U.S. N. 

The papers are of unusual interest, three of them 
dealing with the newest and most prominent agent of 
ship propulsion—the steam turbine. In two of these 
three papers the subject of tests and trial trips is gone 
into extensively, and these two papers refer réspectively 
to mercantile and war vessels. Two other papers, fol- 
lowing in some measure papers by the same authors 
last year, relate to the resistance of ships; and both are 
based upon experiments with models conducted re- 
spectively in the government tank at Washington and 
the tank of the University of Michigan. The other 
papers are so scattered in general scope as not to be 
amenable to ready classification, but each is treated by 
an acknowledged authority on the subject, and the re- 
sult ought to be a splendid list. 


byes H. 


NovEMBER, 1908. 


International Marine Engineering 


501 


The Era of the Large Ship. 

The advent of the Cunarders Lusitania and Maure- 
tania, each of which has a gross tonnage more than 
6,000 tons greater than any other ship afloat, was 
rightly heralded as marking a new era in the develop- 
ment of the large ocean steamship. Prior to these two 
ships the successive advances in tonnage had been rela- 
tively small, but continuous. Such a big jump as these 
two ships represented, however, was looked upon as 
setting the mark for some years to come. But their 
pre-eminence in this respect, it seems, is now chal- 
lenged by the determination of the White Star Com- 
pany to build two ships exceeding the two Cunarders 
in every dimension. These two vessels, which have 
already been named Olympic and Titanic, will be laid 
down by Harland & Wolff, in Belfast, next January. 

Various statements have been made regarding their 
size; but it seems to be settled that they will be 860 
feet long over all, and will have unusual beam and 
depth. The result is a ship with an estimated gross 
registered tonnage of 42,000, as compared with 30,822 
for the Lusitania and 31,938 for the Mauretama. When 
we consider that, aside from the four ships mentioned, 
there has never been built a ship reaching as much as 
25,000 gross tons, the tremendous stride in advance in 
this respect is at once apparent. The new ships, it is 
reported, will have a speed of about 21 knots, and will 
be furnished and decorated in most superior style. 
They are expected to be ready for the summer season 
of 1910, and will, naturally, be fitted to handle an 
enormous cargo. 

It is interesting in this connection to note that the 
average length of the twenty largest steamships of the 
world in 1848 was only 230 feet; in 1873, twenty-five 
years later, the average was 390 feet; after another 
quarter-century the average length of the twenty 
largest was 541 feet, while it was 640 feet in 1903; 


Length, _ Gross 


SHIP Launched. Line. Feet. Tonnage. 

I QUE 5 0000000000000 OT OMAWihiteltstarseerreryrientecrrs 860 42,000 
2 UCT. 09300000000000 1:91 ORWihitets tase er eneeer 860 42,000 
8) JWITRALTIRS 5 o0s0008000 906i Cunardtereeeerererit 760 31,938 
4 lusitaniaeereeen nee 906 ee Cunard Senne errs 760 30,822 
5 George Washingtont.... 1909 North German Lloyd.... 700 24,800 
6 Kazis. Augusta Victoria. 1905 Hamburg-American...... 678 24,581 
UL EXERT. 500000000 Pcie: LOOGMAWihitelStarereereeeeee ere 709 24,541 
3 LOGE Dos oog000008000 1907 Holland-America........ 650 24,176 
Qin Baltichen cece p oy: 1904 White Star...:.......... 709 23,876 
LOMA mertkas iit crete: 1905 Hamburg-American...... 669 22,225 
ITE Cedricha tenant LOO2BAWihitelStaner eee erin 681 21,035 
Iie (GZ sousodnodauouReod LOOM Wihitelotaneeeeeeerernre 681 20,904 
Sie Mannesotameeei 1904 Great Northern.......... 622 20,718 
1 CORTE o00000080000000 1905 ea Cunard seen 650 19,687 
Lom Carmantareeeereeerere 1. 905ea Cunard sereerenreeenine 650 19,524 
16 Kaiser Wilhelm Ii...... 1902 North German Lloyd..... 684 19,361 
17 Kronprinzessin Cecilie... 1907 North German Lloyd..... 684 19,360 
18 President Grant 1907 Hamburg-American...... 600 18,074 
19 President Lincoln. 1907 Hamburg-American...... 600 18,074 
20 Laplandt......... i 190SHeRediStareeeeeeerre 620 18,000 
DIG Oceanicmcr rire 1899 White Star......... 686 17,274 
22 Prinz Friedrich Wilhelm. 1907 North German Lloy 590 17,082 
23 Nieuw Amsterdam...... 906 Holland-America... 3 600 16,913 
24 Deutschland........... 1900 Hamburg-American...... 661 16,502 
2m Cincinatti eaeee ee eeee 1908 Hamburg-American...... 580 16,400 
26 Clevelandy............. 1908 Hamburg-American...... 580 16,400 
QIMMALAViCe nn Aeslraeih nne. 1OOSMAWihitels tarneeee een tere 601 15,860 
28 Republic...... 3949000000 190SMWihitetstarePeeeeeCr ene 570 15,378 
29 Kronprinz Wilhelm..... 1901 North German Lloyd..... 637 14,908 
SO PL ANP rovence eee ee TENG IRENA, oo og 00000000000 603 14,744 


Ships not yet afloat are marked (*); those afloat but not 


yet in service (7). 


It will be noted that six of the first eleven 


are White Star ships, as are nine of the thirty. Seven belong 
to the Hamburg-American Line. 


in 1909, including the two new ships, the figure is 691 
feet. The mean gross tonnage of these twenty largest 
ships is 24,285, as compared with 17,151 in 1903. If 
we average the lengths of the twenty Jongest ships, we 
have 700 feet; but three ships here included, being long 
and narrow, and intended largely for speed, do not ap- 
pear among the twenty largest, reckoned in gross reg- 
ister tonnage. 

As a matter of interest, the thirty largest ships, 
averaging 6065 feet in length and 21,575 tons gross 
register, are listed below. It may be noted that the 
Cedric, now eleventh on the list, was, as recently as 
1903, the largest ship afloat. In 1899 this distinction 
was held by the Oceanic, now twenty-first in tonnage. 
A large steamer not listed is the Europa, of the Ham- 
burg-American Line. This vessel has been projected 
for some time, but, we believe, is not actually under 
construction. 


Theoretical Considerations. 

The practical shipbuilder is prone to look with more 
or less scorn upon theoretical methods and processes. 
His work lies in transmuting the ideas of the designer, 
as represented by the drawings of a ship and her ma- 
chinery and equipment, into a steel structure capable 
of battling with the elements of nature, and of carry- 
ing her load—be it passengers, cargo or warlike ma- 
terial—from place to place at a predetermined speed 
and under certain conditions of economy. 

In the development of the design, however, it is 
necessary to investigate theoretically certain features 
regarding the adaptability of the proposed structure 
to the purposes intended. One of the most important 
of these has to do with the stability of the ship, and 
anything which would tend to decrease the onerous 
task of determining this directly from the lines and 
disposition of weights is welcomed as a boon by those 
who have the task in hand. An article on this sub- 
ject in another column is quite opportune, and may be 
recommended to the careful consideration of naval 
architects generally. . 

Another matter, which is much less likely to re- 
ceive attention than is the question of stability, is that 
concerning the adequacy of the riveted connections in 
the shell plating to take up their share in the burden 
imposed upon the structure of the ship by the motion 
of the waves, and by the relation between the buoyancy 
of the water, directed upwards, and the various com- 
ponent weights of the ship and her contents, directed 
downwards. An article on this subject will also be 
found in our pages this month, in which the matter 
is taken up theoretically but simply, and the subject 
is gone into in sufficient detail to show the methods 
employed in the Navy Department in Washington. It 
is obvious that the material and its connections should 
be properly proportioned to bear the loads to which 
they are to be subjected. 


International Marine Engineering 


NoveMBER, 1908. 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 


Knots. Tons. Sept. 1. Oct. 1. 
S. Carolina... 16,000 18% Wm. Cramp & Sons........ 58.1 63.2 
Michigan - 16,000 181% New York Shipbuilding Co.. 65.1 71.4 
Delaware ... 20,000 21 Newp’t News S.B.& D.D. Co. 40.5 44.2 
North Dakota 20,000 21 Fore River Shipbuilding Co. 50.1 54.2 
TORPEDO BOAT DESTROYERS. 
SiN oooo0e 700 28 Wm. Cramp & Sons........ 49.3 53.8 
Lamson 5 700 28 Wm. Cramp & Sons........ 46.7 52.1 
Preston .. 700 28 New York Shipbuilding Co.. 47.9 49.1 
Flusser 700 28 Bath Iron Works........... 20.1 26.1 
ING Sgo00600 700 28 Bath Iron Works........... 20.1 26.0 
SUBMARINE TORPEDO BOATS. 
Stingray .... — —- Fore River Shipbuilding Co.. 55.7 58.7 
Tarpon ..... — —_— Fore River Shipbuilding Co.. 54.5 St o83 
IBonitaterrir —_— — Fore River Shipbuilding Co.. 54.1 55.5 
Snapper .... — os Fore River Shipbuilding Co.. 53.8 55.7 
Norwhal ....° — —_ Fore River Shipbuilding Co.. 48.2 50.9 
Grayling .... — — Fore River Shipbuilding Co.. 47.9 50.7 
Salmon ...... — — Fore River Shipbuilding Co.. 46.8 50.3 


ENGINEERING SPECIALTIES. 


Economy Tests of High=Speed Engines. 


In a paper read by C. H. Treat, before the American Society 
of Mechanical Engineers, he gave complete data on a test 
made July 9 and 10 on a 7 by 7-inch vertical self-oiling engine, 
which had been run almost continuously, night and day, for 
10,000 hours, connected to a forced draft fan. The engine 
cylinder had been badly scored, and the mean diameter in- 
creased to 7.082 inches. The rings had been broken, due to 
water, and were replaced prior to test. The test shows results 
as low as 41 pounds of steam per indicated horsepower per 
hour under full load. This performance, it will be noted, is as 
good as many new engines in their best condition would show. 
A further observation leads to the belief that it is quite im- 


portant from an economical point of view to keep the piston 
rings on small high-speed engines in shape to prevent undue 
leakage. 

The initial tests on this engine were made at the plant of 
the American Blower Company, Detroit, Mich., in 1905. Test 
was made by condensing the exhaust in a surface condenser, 
consisting of steam heater section pipe immersed in a tank, 
having an overflow. The whole was up overhead, so that any 
drip or leaks could be seen and stopped. That the section 
itself did not leak at any time was shown by the entire absence 
of drip, unless steam was entering. 

The condensation being piped down, heater pipes and base 
were slanted to drain through a water seal to prevent steam 
blowing into the upper of two barrels having drain valves at 
bottom, the lower barrel being on platform scales. For each 
barrel of water the weight before filling was subtracted from 
the full weight. The scales used weighed correctly. The 
indicator spring was calibrated by both the makers and 
observers. A long lever reducing motion was used to prevent 
lost motion. The drum spring was drawn tight, and at the 
high speeds cards were short. The engine was indicated at 
speeds up to 500 revolutions per minute; using a Prony brake 
at higher speeds and taking the brake horsepower. Readings 
were taken every five minutes after conditions had become 
constant and the engine was well warmed up. No corrections 
were made for moisture in steam, but a few determinations 
showed a quality of 98 to 99 percent. 

The section of engine shows the arrangement of cylinder 
and valve chest, also the unique patented oiling system. Mr. 
Treat’s test of the used engine gave the indicated friction 
horsepower as 1.18, this being only 4 percent of the indicated 
horsepower of the engine. The oiling system must receive 
much credit for keeping the internal friction at such a low 
percentage. 


The Vixen Patent Milling File. 

The “Vixen” patent milling file has semi-circular teeth on 
both sides, cut especially deep, which give to the filings the 
nature and shape of turnings or shavings produced by a 
modern lathe or milling machine. A special back, or holder, 
is used in conjunction with the file, which enables the mechanic 
to get a much greater purchase, and so to utilize to the fullest 
extent the superior cutting qualities of the file. The shape of 
the teeth not only makes the file act essentially as a milling 
cutter, but it also tends to keep the file clean, an object which 
is hard to accomplish with an ordinary file, especially when 


working on soft metals. The shape of the teeth also prevents 
the file from slipping or chasing, and leaves a smooth, even 
surface. It is claimed that the file cuts equally well soft and tool 
steel, cast and wrought iron, bronze and all other hard metals, 
as well as brass, lead, aluminum and other soft metals. The 
file can be resharpened at least four times, each operation 
costing about half that of recutting an ordinary file. More- 
over, it is claimed that, after resharpening, the file is quite as. 
good as new, and, therefore, may be expected to last several 
times as ‘long as an ordinary file. This file is manufactured 
by the National File & Tool Company, the Bourse, Philadel- 
phia, Pa., and 8 White street, Moorfield, London, E. C. 


NoveMBER, 1908. 


International Marine Engineering 


503 


A High=Duty Turbine Pump. 

A pump which has been developed by the Lea Equipment 
Company, 136 Liberty street, New York, and is intended to 
be used largely in marine work, is operated by an induction 
or other type of electric motor, and runs through four stages, 
each of which is a separate unit and may readily be removed. 
It is said that no trouble is experienced from end thrust, the 
pump being so designed as to take care of this automatically. 
The present line of pumps includes those with suction and 
discharge from 3 to 24 inches in diameter. 

A to-inch two-stage pump of this type, with eight blades, 
driven by a General Electric direct-current multipolar motor, 


operated at 220 volts and with a capacity of 385 amperes, has 
been tested for efficiency at 400, 500 and 600 revolutions per 


minute. This pump was designed to deliver 3,000 gallons per 
minute, with a total head of too feet, at 600 revolutions per 
minute. The maximum efficiency at this speed was 77.97 
percent when delivering 3,235 gallons per minute. The 
efficiency was above 70 percent for delivering all the way from 
1,800 to 3,730 gallons per minute. At 500 revolutions the 
maximum efficiency of 77.62 percent was reached with a de- 
livery of 2,794 gallons per minute. The efficiency was over 
70 percent for all deliveries from 1,510 to 3,400 gallons per 
minute. At 400 revolutions per minute a maximum efficiency 
of 77.7 percent was reached with a delivery of 2,296 gallons 
per minute. The efficiency was above 70 percent for all de- 
liveries from 1,250 to 2,850 gallons per minute. 


An All=Steel Screwdriver. 

A new and improved screwdriver, complete in one piece, is 
drop-forged of steel throughout, and the point is carefully 
tempered. The handle is of special design, insuring a positive 
and easy grip. There is nothing about it to loosen or get out 


These 


of order. 
screwdrivers are manufactured by the Billings & Spencer 
Company, Hartford, Conn., and are listed in eleven sizes, in- 
cluding two of heavier model, with square shank, for the ap- 
plication of a wrench. 


It is simple, light, effective and durable. 


PERSONAL. 


Charles Ackerman, formerly general manager of the Cres- 
cent Shipyard (Lewis Nixon’s) at Elizabethport, N. J., and 
later general manager of the Vacuum Cleaner Company, New 
York, is now general sales agent of the Mosher Watertube 
Boiler Company, with offices at 30 Church street, New York. 


TECHNICAL PUBLICATIONS. 


Nautical Charts. By G. R. Putnam, M. S. Size, 534 by 
g inches. Pages, 162. Figures, 49. 1908, New York: John 
Wiley & Sons. Price, $2.00; and London: Chapman & Hall, 
Ltd. Price, 8/6 net. 

This work is based primarily ona lecture on charts, delivered 
before Columbia University. It deals with the methods of 
collecting and preparing information for the making of 
charts, their publication in the form of copper plates, their 
subsequent correction, and the reading and use of charts as 
an indispensable aid to navigation. It is shown in detail 
how soundings are taken and plotted, and how, from the 
original sounding charts, the finished charts are prepared, 
with various shadings for various depths of water, and 
selected soundings printed from the great mass taken. The 
various instruments used for this purpose, both for the actual 
soundings and the location of the point at which each sound- 
ing is taken, are illustrated and described, with considerable 
information regarding the process of triangulation, and the 
plotting of the results on various styles of projection, such 
as the mercator, the polyconic, the gnomonic and the arbitrary 
projection usually used for polar regions. 

The subject of copper-plate engraving and printing is given 
quite a little attention, illustrations showing the methods of 
engraving the chart originally, and of engraving by means of 
a machine the various soundings on the copper plate. Electro- 
typing processes and lithographing processes are also illus- 
trated, and etching on copper by means of a finished tracing 
and a sensitized copper plate is given some attention. In 
connection with the continual changes in channels, it is 
pointed out that the average loaded draft of the twenty 
largest steamships in the world increased from 19 feet in 
1848 to 24 feet in 1873, 29 feet in 1898 and 32 feet in 1903. 
The average length of these vessels increased, respectively, 
from 230 feet to 390 feet, 541 feet and 640 feet. 


Steam Power Plant Engineering. By G. F. Gebhardt, 
Professor of Mechanical Engineering, Armour Institute of 
Technology, Chicago. Size, 534 by 9 inches. Pages, 816. 
Figures, 461. 1908, New York: John Wiley & Sons. Price, 
$6.00 net; and London: Chapman & Hall, Ltd. Price, 25/6 
net. 

This book is the outcome of a series of lectures delivered 


to the senior class of the Armour Institute, and is primarily 
a text-book for engineering students, but also of interest to 
practicing engineers. The field embraced by the title is such 
a large one that it has been necessary to limit the treatment 
to essential elements only. 

The work is divided into twenty-one chapters and six 
appendices, covering in rotation elementary considerations, 
fuels, boilers, furnaces and stokers, superheated steam, coal 
and ash-handling apparatus, chimneys, mechanical draft, steam 
engines, steam turbines, condensers, feed-water heaters, 
pumps, superheaters, piping, lubrication, finance and econom- 
ics, instruments, typical specifications, a typical steam turbine 
station and a typical isolated station. 

The work is full of references to original sources of in- 
formation, particularly to current technical magazines; and 
the illustrations have been drawn from a great variety of 
sources, covering practice of all sorts all over the United 
States. Many of the illustrations are charts of performance, 
relating results to consumption of fuel and general cost of 
production and power. 

In some respects the two last chapters, dealing, respectively, 
with the Commonwealth Edison Company, of Chicago, and 
the West Albany Power Station of the New York Central 
Railroad, are the most interesting of the work. Each deals 
with a thoroughly successful and up-to-date plant, the two 
plants considered being of totally different character, and 
markedly different in size. The installations are described in 


504 


International Marine Engineering 


NovEMBER, 1908. 


some detail, while the illustrations give a good idea as to the 
layout and general equipment of the plants. 


Ex-Meridian Altitude, Azimuth and Star-Finding Tables. 
By Lieutenant-Commander Armistead Rust, United States 


Navy. Size, 6% by 9% inches. Pages, 393 + li. Figures, 
13, including six folding plates. 1908, New York: John 


Wiley & Sons. Price, $5.00; and London: 
Ltd. Price, 21/— net. 

This work is not a osteo and, therefore, rules for the 
conversion of time, the finding of hour angles and for plotting 
lines of position by the usual methods familiar to navigators, 
and which may be found in any work on navigation, have 
been omitted. A few examples have been worked, however, 
to illustrate the use of the various tables and diagrams. 

The tables are so arranged that the “reduction to the 
meridian” may be found with sufficient accuracy for practical 
navigation at one opening of the book, while means are pro- 
vided for readily obtaining the azimuth and correcting the 
reduction for variations in all of the elements when extreme 
accuracy is required. A new formula for the equation of 
altitudes for finding the chronometer error will, it is said, 
be found more convenient than that in general use, and the 
formula given for finding the longitude from ex-meridian 
observations has, it is believed, been reduced to such a simple 
form as to make it most useful when the weather has been 
too cloudy to obtain the longitude in any other way, or when 
the ship is in a region of strong currents. 

The entire list of numbered pages is occupied by tables. 
In addition to these, twenty-five pages of the prefix are coy- 
ered by tables of logarithms and corrections to be applied to 
the main tables. The first twenty-six pages of the prefix give 
methods for using the tables and plates and explanations of 
the same. 


Chapman & Hall, 


Verbal Notes and Sketches for Marine Engineers. By 
J. W. Sothern. Size, 5% by 8% inches. Pages, 438. Figures, 
300. Glasgow, 1908: James Munro & Company. Price, 7/6 
net and $2.25. 

This is the sixth edition, and the main difference from the 
fifth is in the shape of additions covering indicator diagrams, 
valve settings, condensers, centrifugal pumps, steering gear, 
refrigeration, etc. 

The work is in eight sections, covering respectively boilers, 
engines, general notes on materials and implements, indicator 
diagrams, marine electric lighting, refrigerating machinery, 
screw propellers and oil motors. It covers the subject from 
the point of view of the operating marine engineer, and is 
especially arranged to suit Board of Trade regulations, and 
to serve as a general reference book for marine engineers. 
It includes notes and sketches of verbal questions given at 
Board of Trade examinations to engineers competing for 
first-class and second-class certificates of competency. 

The subject appears to be thoroughly practical in every sense, 
much of the material having been furnished by specialists 
along the particular lines represented. It includes a great 
variety of subjects, covering all sorts of material in which 
the marine engineer is interested, from the taking of indicator 
cards to the measurement of the pitch of a propeller, the 
adjustment of a lighting set and the operation of air com- 
pressors and ice machines. A short appendix gives the usual 
properties of saturated steam at pressures up to 200 pounds 
absolute per square inch. 


The steamboat New York, of the Albany Day Line, one of 
the finest river steamers in the world, was totally destroyed 
by fire early in the morning, October 21. The vessel was built 
in 1887, was 335 feet long, and propelled by paddle wheels at 
a maximum speed of about 21 miles per hour. 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


.Q. 418.—Is there any convenient formula for estimating the weights) 
of marine boilers from known data of the boilers? Wo ES ING 

A.—A. paper read in 1897 before the Society of Naval 
Architects and Marine Engineers, and republished in our 
columns in February and June of 1808, gives formulas for 
Scotch, low cylindrical and locomotive boilers, including their 
respective mountings. Separate formulas are given for water 
in these boilers. The formula in each case covers one boiler 
only. 

For single-ended Scotch boilers, the weight in tons (2,240 
pounds) is 0.0075 [D* (CE ap) ap le Soll sp ich 

For double-ended Scotch boilers, weight = 0.0075 [D® (L + 
2) + H. S.). 

For locomotive boilers, weight = 0.0075 [D? (ZL +2) + 
Ee S.] — 1.5. 

For single-ended low cylindrical boilers, weight = 0.005 
2? CS ap 2) Ab le Sol] 4p & 

For double-ended low cylindrical boilers, weight = 0.005 
PZ CS sr 2) ap Zeb Sol] GeO: 

For water in the main boilers other formulas are used. In 
Scotch boilers, with water 8 inches above the top row of 
tubes, the weight = 0.0117 (D? L — A). 

In low cylindrical boilers, with water 6 inches above top 
row of tubes, weight = 0.01 (D? L — B). 

In locomotive boilers, with water 6 inches above the fur- 
nace crown, weight = K (D* L — C — 125). 

For auxiliary boilers, including contained water, the weight, 
for both horizontal and vertical types, may be placed at 0.031 
IDP IL 

In the above formulas the following notation is used: 


D = Mean diameter in feet. 
L = Length over end plates in feet. 
H. S. = Total heating surface of the boiler in square 
feet. 
T. S. = Tube heating surface in square feet. 
IE, So KG 
A + nf? 1. 
127 
lel, Ss XK @ 
B= + nf (LE — 1). 
127 
Tey SOc id. 
C= 
127 


d = Diameter of tubes in inches. 
1 = Length: of tubes in feet. 
f = Maximum diameter of furnaces in feet. 

nm = Number of furnaces in one boiler. ‘ 

K = 0.028 for boilers with dry bottom and one fur- 
nace; 0.03 for two furnaces; 0.032 for 
boilers with wet bottom and one furnace, 
and 0.034 for two furnaces. 

It will be noted that the tons per inch at above levels of 
water will be approximately o.co21 D L. 

These formulas are part of a large number, going into the 
estimated weights of machinery for both warships and mer- 
chant steamers. They have been computed from the recorded 
detail weights of machinery of more than three hundred ves- 
sels, embracing almost all of the types found in service, and 
have been found to give very close results in practice. In a 
number of cases, where Scotch, locomotive and low cylindrical 


NovEeMBER, 1908. 


International Marine Engineering 


595 


boilers were fitted, the estimated weights of machinery com- 
plete were found to come within 3% percent of the actual 
recorded weights. In computations for 115 separate ships 
there were only eleven cases where the error exceeded the 
above percentage. 


SELECTED MARINE PATENTS. 


— 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


_ American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 


893,324. SAFETY DEVICE FOR VESSELS. PAUL JAMNITZKY, 
CONEMAUGH, PA. 

Claim 1.—The combination of a vessel having compartments formed 
therein, of air compressors, reservoirs for receiving air from said com- 
pressors, pipes for supplying air to the numerous compartments of said 
vessel, frames arranged longitudinally upon the bottom of said vessel, 
members at the ends of said frames for providing a compartment be- 
neath said vessel when aground, hoods arranged in the bottom of said 
vessel and communicating with said reservoir, gates arranged in said 
hoods for controlling the direction of the discharge of air in said hoods, 
and a frame arranged upon the deck of said vessel for discharging air 
and dispelling fog surrounding said vessel. Three claims. 

893,642. VESSEL FOR WHALE FISHING. JENS A. MORCH, 
CHRISTIANIA, NORWAY. 

Claim 3.—In combination, a hull provided with a deck and having its 
stern recessed to form a receiving portion inclined downwardly from 


said deck, an extension proportioned to close and fill said receiving por- 
tion when in a non-operating position, and adapted to form a continua- 
tion of said receiving portion when in an operating position, means 
mounted on said hull for operating said extension, and means mounted 
on said hull for drawing a load over said extension and inclined portion 
onto said deck. Five claims. 

896,037. LIFE-SAVING APPARATUS. JOHN W. NEELY, CAM- 
BRIDGE, MASS., ASSIGNOR OF ONE-HALF TO JOHN H. 
SMITH, JAMAICA PLAIN, MASS. 

Abstract.—The invention relates to improvements in life-saving appa- 
ratus, and the object is to provide a device which may be worn by a 
person who is either boating or who is near the water, said device com- 
prising a float and a cord fast to said float coiled and supported on a belt 
in such a manner that if the person’s body becomes submerged the float 
will free itself from the belt and rise to the surface, thus indicating the 
position of the body, so that the body may be raised by means of the 
cord. Four claims. 


STOCKLESS ANCHOR. WALTER S. BICKLEY, CHES- 


896,349. 
TER, PA. 

Abstract.—The invention has for its object to improve this class of 
anchor and to strengthen the head. A further object of the invention 
is to produce an anchor of this character that can readily be made of 
cast steel, which will make it equal to a wrought iron anchor, being 
One claim. 


ductile and of equal strength of forging. 


896,349. 


Glee 
UMMM MY fy 
meme 


894,345. DEVICE FOR ATTACHING AND DETACHING BOATS. 
JAMES R. RAYMOND, BAYONNE, N. J. 

Claim 1.—The combination in a boat attaching and detaching device, 
of a movable hook having a neck and an enlarged bill, a shackle adapted 


to engage said neck, and a lanyard adapted to guide said shackle to 
place on said neck and secured to said hook at a substantial distance back 
of said enlarged bill, whereby the lanyard in hooking on prevents direct 
engagement between said bill and shackle, and guides said shackle on to 
the neck of said hook. Six claims. 

895,868. ROWING APPLIANCE. WILLIAM F. JAMES AND 
WILLIAM T. DEACON, VELASCO, TEXAS. 

Claim 1.—In a rowing appliance for row-boats, a bracket consisting of 
outwardly-converging arms connected together and having means con- 
necting the free ends thereof to the boat, permitting of a limited swing- 
ing movement of the bracket vertically, an oar-lock supported in the 


connecting portions of said arms, an oar-lock revolubly supported by 
the boat between said arms, and an oar passing through the oar-locks, 
composed of two sections pivoted together between said locks, adapting 
the sections of the oar to swing laterally. Four claims. 


898,094. BOAT-LASHING DEVICE. FRED T. CLAYTON, 
SANDWICH, MASS., ASSIGNOR OF ONE-HALF TO ROBERT A. 
HAMMOND, SANDWICH, MASS. 

Claim 1.—A device for lashing a boat to the deck of a vessel, com-- 
prising in its construction a link, the opposite ends of which are 
adapted to be pivotally connected,. respectively, to a fixture fast to said 
boat and a fixture fast to the deck of said vessel, said link consisting of 
a rod, a latch pivoted to one end of said rod, said latch having a cam- 
shaped inner edge adapted to bear against said first-named fixture for 
the purpose specified, and means to lock said latch to said rod. Two 
claims. 


897,341. PROPELLER-ADJUSTING DEVICE. WILLIAM E. 
BLAIR, BUFFALO, N, Y., ASSIGNOR TO BUFFALO GASOLINE 
MOTOR CO. 

Claim 1.—A_ propeller-adjusting. device comprising a main driving 
shaft, propeller blades adjustably supported on said shaft, a shifting rod 
movable lengthwise of the shaft and operatively connected with the pro- 
peller blades, an adjusting shaft arranged at an angle to the driving 
shaft and adjusting rod and operatively connected with said rod, a 
counter shaft arranged parallel with the adjusting shaft, a large gear 
secured to the adjusting shaft, a small gear secured to the counter 
shaft and meshing with the large gear, and a hand lever connected with 
the counter shaft. Five claims. * 


7 


4 ily : 
amily =0 a 
1 = 

Pain EZ ie 


IN 


ALLA MMM 
Se 


a= 


897,341. 


506 


International, jJMarine Engineering 


NovEeMBER, 1908. 


British patents compiled by Edwards & Co., chartered 
patent agents and engineers, Chancery Lane Station Cham- 
bers, London, W. C. 


4,576. ELASTIC-FLUID TURBINES. C. H. RAWSON, AND 
BUCHHOLTZ REVERSIBLE TURBINE SYNDICATE, LONDON. 

In a multiple expansion reversible turbine, rotatable disks mounted on 
a shaft alternate with fixed disks secured to the casing. An annular 
series of blade passages is formed in each rotatable disk, and. similar 
guide passages are formed in the fixed disks. To allow for expansion, 
the radial depth of the passages increases in a step-like manner, or the 
increase may be gradual. The turbine is made reversible by means of a 
ring of perforations in each rotatable disk, and a corresponding ring of 
perforations in each fixed disk, the former being inclined to the plane 
of the disk, and the latter being parallel to it. Oppositely arranged in- 
lets and outlets are provided for forward and reversed driving re- 
spectively. 

4,839. 
TYNE. 

Two driving means are provided for operating the rudder, both of 
which are always in gear*and may be brought into operation either 
separately or simultaneously. The modifications, comprise means whereby 
the stop nut on one motor is actuated by operating the other motor, in 
such a manner that the traveling stop nuts in connection with each motor 
always correspond with each other and the angle to which the rudder is 
moved. 


5,264. STEERING ENGINES. W. G.. GIBBONS, EDINBURGH. 
The controlling gear transmits its motion to the valve by mechanism 
which rapidly moves the valve from the closed to the open positions, at 


STEERING GEAR. T. L. LIVINGSTON, JARROW-ON- 


which positions the gear is free to continue its movement without sub- 
stantially moving the valve. The controlling-valve lever is slotted, and 
is operated by a block on the pin attached to the small arm of the crank. 
In the open position the movement of the crank has substantially no 
effect on the valve. In a modification, the spindle operates a second 
spindle through a toothed sector and pinion. The second spindle is con- 
nected to the controlling valve. In another arrangement the movement 
of the lever is transmitted to a bridle by an eccentric. The bridle is 
connected to the valve by a spindle, lever and links. 

6,321. RAISING SUNKEN SHIPS. B. REINIER, VIDAUBAN, 
FRANCE. 

A cylinder for raising sunken ships is sunk by opening an air cock. 
Water then enters through a siphon tube, which is bent so as to form 
a water seal in any position of the cylinder; or water may be allowed to 
enter through a cock. When the cylinder is full, the cock is closed. 
In order to refloat the cylinder, air is forced in through a second siphon 
tube, water escaping through the first tube. Water in either end of the 
cylinder runs into the manhole chamber through tubes, and thence to 
the outside through the exit. Cocks are provided for screwing on con- 
necting pipes for the combined working of several cylinders. 


6,640. TURBINES. BELLISS & MORCOM, AND R. K. MOR- 
COM, BIRMINGHAM. 

Relates to making and fixing blades for turbine rotors and stators. 
Thin metal stampings are bent so as to form the front and back plates 
or surfaces of two adjacent blades connected by a foot, the plates being 
also united by one or more thin distance pieces; the back plate may 
have a strengthening rib. The blades are formed by assembling a num- 
ber of these blade elements, the feet being secured in undercut -grooves 
by bifurcated retaining blocks and a stringer, which spreads the fangs 
and flattens the arched foot. The widths of the front and back plates 
may vary, so that the edge of the blade, which may be sharpened, may 
have one or two thicknesses of metal. 


6,889. WINDLASSES; CAPSTANS., 
HANSEN, GLASGOW. 
Two-speed transmission gear is fitted between the engines and the 


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AUT TET He TTLETET z 


TIT x) 
a ai a Sa 
sef TO ONG RCS 

5 = 
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horizontal drum shaft of a windlass or capstan. The horizontal shaft 
carrying the cable drums and warping drums is driven from the engines 
through two-speed bevel and worm gearing. The worm is mounted on 
a vertical shaft carrying toothed wheels at its upper end, engaging the 
loosely-mounted bevel wheels on the engine shaft. 

6,999. SHIPS’ HATCHES AND HATCHWAYS. P. B.. CLARKE, 
LIVERPOOL. 

Relates to ships’ hatches, ete., in which the covers are flush with the 


deck when in place, and the framing is provided with an inclined sur- 
face which is adapted to be engaged by the inclined outer ends of the 
sliding locking-bolts. To the deck is fixed a ledge, and between this and 
the hatch cover is a strip of india-rubber packing. The bolts are adapted 
to slide in guides in the hatch cover and the fitting. When the tapered 
bolt is screwed down, it pushes the other bolts outwards and forces their 
downwardly inclined edges under and against the inclined faces of the 
ledges, thus making a tight joint. 


7,647. SHIPS. A. F. YARROW, POPLAR, LONDON. 

In order to keep ships’ cabins cool in hot climates, the tops are 
covered with loose canvas, woven reeds, or other suitable material that 
absorhs moisture. One or more revolving sprayers supply water from 
the river or sea to the material, and the evaporation serves to keep the 
surrounding space cool. 


7,955. TURBINES. A. J. B. LEGE, ISLINGTON, LONDON. 

Impact wheels are arranged for multiple expansion. A piston part or 
bucket attached to a disk is acted on by steam introduced through noz- 
zles. After acting on the bucket the steam passes through nozzles in the 
fixed ring and impinges against similar buckets or piston parts. It 
next passes through nozzles to other buckets, and exhausts through: ports. 
The disk carries piston parts on both sides. The piston parts may be 
formed with nozzle-like apertures so that fluid passing through reduces 
the pressure in front of the piston part. Labyrinth packing is provided 
where necessary. For reverse driving, steam is admitted to a central 
chamber, and is delivered by nozzles to buckets. It exhausts through 
ports, or may pass through openings in the ring to the general exhaust, 
or may even act further on the ahead buckets. 


8,049. SCREW PROPELLER. D. McLACHLAN, CARDIFF. 
The blades of the propeller are helical and have radial leading edges 


and inclined trailing edges. The leading and trailing edges are parallel 
to one another or nearly so, when viewed end on, and spring from a 
cylindrical boss. 


9,201. SCREW PROPELLER. J. STRAKA, TRIESTE, AUSTRIA. 

In the type of propeller in which the blades are surrounded by and 
secured to a circumferential ring, the blades are constructed with sharp 
and nearly straight leading edges and curved following edges, the 
width of the blades decreasing to the center of the propeller. 


9,211. ANCHOR. J. B! RICHARDSON AND D. S. HOLLOWAY, 
PONTYPRIDD, GLAMORGAN. 

The head is divided into two parts, united by one or more bolts, 
which pass through a recess in the shank. The bolts are secured to the 
arms by pins, or they may pass right through the arms and be riveted 
or otherwise secured at the ends. To avoid bending of the bolts a 
block is fitted in the shank, and is of such shape that the side of the 
chamber always contacts with it. The bolts may be in one with the 
block. 


9,211. 9,280. 


9,280. CHANNEL-PLATE CONSTRUCTIONS. A. JEFFREY 
AND J. V. KEANE, COTTESLOO, WESTERN AUSTRALIA. 

Ships’ hulls, bulkheads and decks, and other analogous plate struc- 
tures are built up of plates of channel section, riveted or bolted to- 
gether through the flanges, which thereby form ribs to the structure. 
The ends of the plates are riveted together by lap joints, or by butt 
joints reinforced by strap plates. In the construction of ships’ hulls, 
the joints may run either longitudinally or vertically. 


International Marine Engineering 


DECEMBER, 1908. 


THE MALLORY LINE STEAMSHIP BRAZOS. 


BY SIDNEY GRAVES KOON. 


This new steel twin-screw steamer has been built by the 
Newport News Shipbuilding & Dry Dock Company, under the 
general supervision of Theodore E. Ferris, of Cary Smith & 
Ferris, New York. The plans were worked up in collabora- 
tion with Charles Mallory, and, later, H. H. Raymond, gen- 
eral manager of the line. She sailed from New York to 
Galveston on her maiden voyage Oct. 3. She was built under 
special survey of the Bureau Veritas. She is of the hurricane 


of coal. At full-load draft and carrying 1,150 tons of coal, 
200 tons of feed-water and 80 tons of stores, passengers and 
crew, the schedule of weights allows for 4,200 gross tons of 
freight. With 3,200 tons of freight, and the same provision 
for coal, etc., the draft is 22 feet. At this draft the sustained 
sea speed between New York and Galveston was estimated at 
15% knots. 

As mentioned, there is only a single bottom outside the 


THE NEW MALLORY LINE STEAMSHIP BRAZOS AT SEA. 


deck type, with straight stern and elliptical stern, and is 
schooner-rigged, with two steel pole masts. 

The ship has a length over all of 418 feet, a length between 
perpendiculars of 400 feet, a molded beam of 54 feet, a depth 
to hurricane deck of 37 feet, to main deck 28 feet 10 inches, 
and to lower deck 19 feet 6 inches. Her load draft is 24 feet, 
at which the displacement is about 10,000 tons. The net 
registered tonnage is 4,077, and gross tonnage 6,399. She is 
fitted with bilge keels for about half length, consisting of 
15-inch plates 5 inch thick. 

The ship is constructed with a partial double bottom under 
the boiler space, with ballast and fresh-water tanks for boiler 
feed of 300 tons capacity; and, in addition, tanks for culinary 
use of 64 tons and peak tanks of 240 tons capacity for water 
ballast or fresh water. The arrangement of weights is such 
that at full load the vessel trims 2 feet by the stern. The 
total cubic feet of cargo space is about 335,500, equivalent to 
10,500 bales of cotton, The bunker capacity is for 1,430 tons 


boiler room. Five transverse watertight bulkheads to main 
deck divide the hull into six compartments, but it is note- 
worthy that the bulkhead between engine and boiler rooms is 
not watertight. The frames (angles and reverse bars) are 
spaced 26 inches between centers. Deep frames are fitted on 
all watertight bulkheads. Web frames, built up of plates and 
angles, are fitted below the main deck where needed in the 
machinery space, and are fitted about seven frame spaces apart 
in the holds. They are also fitted in way of cargo ports 
between the lower and main and the main 
decks. 

The ship has a total of six decks, the lowest being an orlop 
in the No. rt hold. There are complete lower, main and 
hurricane decks; a promenade deck over all deck houses; a 
boat deck over the amidships deck house. The crown of the 
deck beams, all of which are of channel section, supported by 


and hurricane 


two continuous girders with wide-spaced stanchions built up 
of channels, is 12 inches in the total width of 54 feet, while 


508 


International Marine Engineering 


DECEMBER, 1908. 


SS ee SSSSFSFSSSSSSSSSSSMFS 


the tumble-home of the sides is 12 inches at the hurricane 
deck. The lower and main decks are completely plated, and 
no wood decks are fitted thereon; a 21%4-inch calked wood deck 
is fitted on the orlop deck beams. On the hurricane deck a 
wide stringer is fitted to take the coaming plate of the deck 
house, and the balance of the deck is plated over with 5-pound 
steel, the whole being covered with a 3-inch Oregon pine 
calked deck. 

For the storage of cargo there is one hold forward, below 
the orlop deck; one hold forward of machinery space below 
lower deck, and one similarly situated aft of machinery 
space. The ‘tween deck compartments include one on the 
orlop deck; three on the lower deck, of which two are for- 


MAIN STAIRCASE. 
STEERAGE DINING HALL. 


ward, and one aft of the machinery, and compartments for- 
ward and aft of machinery on the main deck. 

For the passage of cargo to these compartments a number 
of hatches and cargo ports are fitted. The two principal 
hatches stretch from side to side of the ship, and are of 
unusual construction. The side plating between the hurri- 
cane and main decks is swung back in the shape of double 
doors, while the deck plating across the hurricane deck is 
lifted up in sections, leaving an enormous hole for the re- 
ception and passage of cargo. In addition to these two main 
hatches there are three center-line hatches on the main deck 
forward of the machinery space and two aft of the machinery 
space, as well as two small side hatches just aft of the engine 
room. One of the forward hatches extends up through the 
hurricane deck. The cargo ports are twelve in number, eight 
between the main and hurricane decks and four between the 
lower and main decks. They are evenly distributed forward 
and aft on each side. For the handling of the cargo two steel 
pole masts are fitted, each with 8-ton booms, four on the 
foremast and two on the mainmast. In addition, the fore- 
mast has a special boom of 30 tons capacity for the handling 
Three double-drum winches serve the fore- 


The 


of heavy items. 
mast, while one looks after the needs of the mainmast. 


winch for the 30-ton boom is 10 by 12 inches; the three others 
are each 8 by 8 inches. 

The rudder is of the single-plate type, 1 inch thick, with 
a cast-steel frame; it has a wrought-iron stock 10 inches in 
diameter, and is hung on five pintles 5 inches in diameter, 
with brass sleeves. The stern frame is a steel casting. Each 
shaft is supported by two cast-steel struts. 


PROPELLING MACHINERY. 


There are two three-bladed propellers, built up, with a 
cast-iron hub and manganese bronze blades. Each has a 
diameter of 15 feet with a pitch of 19 feet, the pitch ratio 
being 1.267. 


STATEROOM SUITE. 
STEERAGE LOUNGING ROOM. - 


Each propeller is operated by a four-cylinder quadruple 
expansion engine (both in a broad engine room without 
divisional bulkheads), with cylinders 23, 33%, 48% and 70 
inches in diameter and a common stroke of 51 inches. These 
cylinders are arranged with high-pressure forward and the 
others in regular rotation. All but the low-pressure are 
fitted with cast-iron liners. The valves are all forward of 
their respective cylinders, and, except for the low pressure, 
are piston valves, one being fitted to the high pressure and two 
to each intermediate. The low-pressure cylinder has a double- 
ported slide valve fitted with a Lovekin assistant cylinder. 
All valves have balanced pistons. Stephenson valve gear is 
fitted, with cast-iron eccentrics, cast-steel straps and forged 
steel rods and stems. The links are of the double bar type 
and forged steel; the link block is wrought steel. The ex- 
haust through the low-pressure ports is at about 9,000 feet 
per minute. 

All cylinders have clearances of % inch at the top and % 
inch at the bottem. The two smaller cylinders of each engine 
have cast-iron pistons; the other pistons are cast steel. All 
pistons are fitted with Ramsbottom rings of hard cast iron. 
The piston rods and connecting rods are of forged steel, the 
latter being 115 inches between centers, The cross-heads, of 


DECEMBER, 1908. 


International Marine Engineering 509 


GENERAL VIEW OF THE SOCIAL HALL OR LOUNGE ON THE BRAZOS. 


forged steel, have double cross-head bearings. ‘The slippers 
are cast iron, lined with Parsons white metal. 

The reversing gear is of the all-round type with two cylin- 
ders at 90 degrees. The turning gear consists of a worm, 
shaft and a clutch for connection with the réversing engine. 
The frame is of cast-iron box section for both front and 
back. The bed-plate is cast iron of a strong box form. The 
crank shaft in each engine is of two sections built up. The 
thrust shaft and bearings are of the horseshoe type, with 
cast-iron body and twelve cast-iron collars or shoes, lined 


THE SMOKING ROOM ON THE MALLORY LINER BRAZOS, , 


with white metal. The stern tubes are of cast iron with com- 
position bushings; the inboard ends are fitted with com- 
position stuffing boxes. 

The engine room extends the full width of the vessel up to 
the lower deck. Above this, casings extend to the boat deck, 
where a large skylight is fitted. There are two tunnels for the 
shafts, and a recess in the after engine room bulkhead for 
the thrust bearings. This recess, which extends to the lower 
deck, is fitted with a flat above the thrust bearings, on which 
are located the electric lighting plant and engineers’ work shop. 


510 


International Marine Engineering 


DECEMBER, 1908. 


FIRST CLASS DINING-ROOM ON THE BRAZOS. 


BOILERS. 

There are eight single-ended return tube Scotch boilers 
in two stokeholds, located with their grates forward and aft, 
and one donkey boiler between the uptakes. The main boilers 
are 14 feet in diameter and rr feet 9 inches long over heads. 
Each has three Morison suspension furnaces fitted with Silley 
patent smoke-box doors. The grate bars are 5 feet 6 inches 
long. Each furnace has an independent combustion chamber. 
The total water heating surface is 18,000 square feet, and 
4,000 square feet of superheating surface is fitted at the base 
of the uptake. The grate area is 472 square feet. The ratio 
of water heating surface to grate is 38.2 to 1; of total heating 
surface to grate, 46.6 to 1. The working steam pressure is 
215 pounds. The exhaust gases and products of combustion 
pass from the boilers through the superheaters, and then 


Oj - 0 —-& 


through a nest of air tubes installed for providing hot draft 
on Howden’s system. The two (Foster) superheaters were 
provided by the Power Specialty Company, New York. 

The boiler shells are 1 33/64 inches thick; the back end of 
combustion chamber, 9/16 inch; back tube sheet, 34 inch; both 
heads, 34 inch. The tubes are 8 feet long, with an outside 
diameter of 234 inches. Each furnace has an inside diameter 
‘of 43 inches and a thickness of 21/32 inch. The longitudinal 
laps of the shell are fitted with double butt straps, treble 
riveted on each side of the butt. The donkey boiler is vertical, 
6 feet diameter and 11 feet 7 inches high. The boilers are 
lagged with 3 inches of magnesia block, containing 85 percent 
of pure magnesia. Two funnels are fitted, one to each bat- 
tery of boilers, and measuring 90 feet high from the base line. 
Wing bunkers stretch the entire length of boiler space on 


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SINGLE-ENDED SCOTCH BOILERS. 


DrceMBER, 1908. International Marine Engineering 511 
a i 


each side of the ship, while a cross bunker is fitted forward 
of the forward boilers. These bunkers are fitted with venti- 
lators, 18 inches in diameter, while the boiler and engine 
. rooms have larger ventilators with large cowls. 


. AUXILIARIES. 


The two main condensers are independent, and are fitted 
with steel plate shells. They are located in the wings out- 
board of the main engine. Each has a cooling area of about 
5,000 square feet. The auxiliary condenser, with 6co square 
feet of cooling area, has a cast-iron shell. In both cases the 
tubes are 34 inch in diameter. Each main condenser is served 
by an air pump of the twin-beam independent single-acting 
type, with cylinders to and 22 inches in diameter and a stroke 
of 18 inches. The two circulating pumps are single-acting 
centrifugal, with independent engines. . 

Of the other pumps, all are simplex, and manufacturéd by 
M. T. Davidson Company, New York, with the exception of 


Rail Stanchions Spaced 4/4" || Stringer 136 W.B.Deck 


i — fe Spaced wi 
12x16 Ibs.2 | Coamning- Beams 4 x 3x S.olbs, Space: 


2’Dia Solid |_| 15x10.2 Ybse ee Plate 15 x 10.2 lbs, 
1 


Boa 


in diameter by 8 inches stroke. These run at 350 revolutions 
per minute, and furnish direct current at a pressure of 115 
volts, the maximum load being 217 amperes. The total num- 
ber of 16-candlepower electric lights installed is about 600; 
in addition an 18-inch searchlight of 8,000 candlepower is 
fitted. 

The windlass (forward) and two steam capstans (aft) are 
from the Hyde Windlass Company, Bath, Me. The cargo- 
hoisting winches were furnished by Williamson Bros. Com- 
pany, Philadelphia. The steam steering gear was built by the 
Hyde Windlass Company, and includes a Brown telemotor. 
The steering gear is fitted right aft, and is of the usual right 
and left-handed screw gear type. Cast-steel stockless anchors 
of the Boldt type are fitted. The De Forest system of wire- 
less telegraphy is used, operated from a room on the after 
promenade deck. 

A 60-mile trial trip on the run from the builders’ yard to 
New York was made at a mean draft of about 17 feet. With 


t Deck J] lo’x 10.2 tbs, 
y V 
48 x 10.2. lbs fh 


nh 8 lb: 2'x 12x 10. 2 lbs. SUR 316 214 x 6-1 Ibs. | 
x 284.Y. Pa BS . x x 6-1 lbs, 
aed I Coaming. }F-334'x 234'x 6.1 Ibs. Spaced oe) P a [ASS areola Spaced 2/2 
y BS 2 15"x 12 romenade 
Stringer 21 x 10,2 The R 18k10.2 Ibees ! 2uw W.P.Deck 15x 12 lbs; 
5 see le —- a Deck 24'x 12 Ibge. call . ! 
alo —— 
14x 20 1b, — Af Comins ta ee Beams 6x 3°x 9.8 Tbs, Spaced 22 15 x12 Ibs. = 
he Js x16'x 15 nl is —| []15s10.2 1bsl! \ 36’x 10.2 Ibs, Bibs. |} g1¢'x 214" 6.1 Ibs. } 
EI Ie — 8 WbseHt 3b 19"7-10.2 Ibs. Spaced 2/2” 
Sx SYP. Coaming ff. Bx SOPDeck Hurricane ke BO a 
3x 14s 18x124¢ Ws}f 344'x 5 Dk. Plating 6 Ibs.) ~~“ 7), 4) oot 32x 20 Ib 
3f'x 237 F: io i : 24°15 Ibs. 3 =20)Ibse 
2% x 234 Finished— = = an 
36'x 26 Ibs.to 16 1b8, a ‘Beam every Frame 6x3 @ £15 Wal O'x 81g x 15 3 Ibs. for35 1 15 x12 bs. 
Increased to 30 Ibs. from | ito 6 x 31¢’x 13.5 Ibs.at Ends 
‘Frame 55 to 125 Stringer 78'x 16 Ibs. to 39° 14 Ibe, 7, — 316 x 214"x 6.1 lbs, 
15'x 15’x 16|lbs.~ Hi |) Increased to 20 Ibs, from Franie 59 to 123 . [peser et iz ;Buliheads 10 2 tbs. | 1 | Spaced 2 919" | 
Webs 20 Ibs.each side |") fh 3x11 Half 18’x 30x 16 Ibs. || Ries ema gtontetore 
of Cargo Ports 18 | Lay “Round Double t 6 ‘x se Bra tote 3 5 x 5’x 16.2 lbs. Single le 10 "insine Casing 
‘18 Ibs. to 16 Ibs, \ stringer 6025 Ibs Ibs.to 4 42320 Ik A ain Deck 26x20 Ibse oy 
80 Ib.Doubler at Athwart 1 Ss ——— Reyerse Frames SS = - = 
ship Hatches lism = “Beam every Frame} 3°x/3x 7.2 Ibs. 4'x814"x 10.6 lbs, | ie 
(Sheer Strake 42 x 43 Ibs, \ 8" x 31g"x 314 x21 lbsC AG bs, to 14 Ibs Double to Upper Turn 15 x15 Ibs. L 
to 211¢ Ibs. 24 Tb. va lon’ so || between Hatches $1 341 lbs. of Bilge under Engines, H Engine Casing | 
Doubler! for30/0’atteach 20'x 20 x16 fists gig'x 314" 21 Is single elsewhere 12 Ibs. J] 4% st 7-2 Ibs 
Athwartship Hate! Hh Lm Ibs. ree ee x A aE caaes Q = Reverse Frames on Webs Spaced 2/2” 
Webs 20 lbs each side-4!y>| 2*126 Half 21'x 36'x 16 16 Space’ - 6'x 31g x 15.3 Ibs.Single ANG 
of Cargo Ports, ound DoaDle Ibs. |} 16 lbs, to.12 Ibs, _————— 
Sao F i (48 "20 \bs.to 36 * 15 lbs. }between| Hs \Hatches Lo edawer Deck arene 
6x 34g x 11.1 tbs___, — = = = Sn Floors : > = 
Wace Ras Z Seam ov every ramen 3"x. 1g x 316 "x21 Ibs. 30x 20 Ibs. for “WL Lo 8S p974a| |e 
eto SO Weil 20'x20x16 Ibs {| 18 x20 tbs.Cont to 18 Ibs. for 4% Ls ENE 
= 3 i Web 18x 20 lbs, tol7t4lbs. | 10’ " 336, & 3% x <21.8 cet to 16 lbs.at Ends in VA : | As x 3° x 8.5 lbs, 
1 | [; I i] Spaced 9 SARIS @ Engine Space 53°x 22 lbs, kc ie 109 ie Spaced afe Z 
24 Ibs.to 20 bs. —z y ji Face Plates 3 “< 20” Stem ll x 3% 
ey LS 


6x314x15.3 198. S| 
25 Ibs. to.20 Ibs, — i [sane = “Beam every Frame 
| 
"ots bey + x 20 Ibs. to 36x15 Ibs, || ® 
Battens 6 x 2”Spruce } 234 x 30 It 9 
UL) asx 20to 1714 ths, |) eee aU ULE 


Orlap Deck le S4Ke =i [12 Ibs. 


20.lbs.Intercostal % S 


\ \ [pexerse Bars Double — 
\ 40 Ibs, Plates | y y Under Boilers 


sale | ee = 
Under Engine (* SUPERS 18 5 lbs. J) 


3 20 x 2 

25 Ibs.to 20 Ibs. i Geren anaes Webs | 20 lbs. Intercostal ea 29° x O Ibs. 20 =a \ 20. 1572 2 bs 

6x 3l¢x 16 . == pat a ro } = be 

Bilge Keel_15'x 26 Ibs, ere 5x 3 Spruce % cy = ee SSS P ar (rey 
if ay, a 4's 4x 11.3 lbs, ly 4 ee aa | Oy EG 
= —<—<—= =— — y =e —— —— oo | 
26 Ibs.to20/lbs, 7 7 o7/o" wa. 4® # ® 14-3/tbs.Conts oc \ 4x 4x 11.3 Ibs. 
Taser Peon a y/ Ai bona Beat B 2x 40 Wb IS a Neat Plate 201s, 
to li lbs. Bottom Plating 26 lbs.to 20 lbs. ie 8 Floors Solid on JAltertiate Frames 3 
» Vertical Keel 20 lbs.other Erame_Brackets 20 Ibs. 


42"x 22 lbs.to 18 Ibs, 
63"in Eng.Space 


Frames on Solid Floors 31g x 31¢x 9.8 Ibs. 
Frames on Bracket Floors 6'x314’x 15.3 Ibs, 


MIDSHIP SECTION AND SECTION THROUGH THE BOILER SPACE SHOWING SCANTLINGS. 


one reserve main feed pump of the Blake duplex type. The 
main feed is a vertical independent pump, 16 and ro by 18 
inches. Two other pumps of this same size are fitted, one for 
fire and ash ejector purposes and the other for fire and 
auxiliary feed. The sanitary pump measures 8 and 8 by 8 
inches, and is vertical. Two independent fire pumps are 
fitted, 8 and 6 by 8 inches. A bilge and fresh-water pump, 4 
and 4 by 6 inches, vertical; a donkey boiler feed pump, 12 and 
6 by 8 inches, and a combined air and circulating pump for 
the auxiliary condenser, 8 and 12 by 12 inches, horizontal 
simplex, complete the list. There is one Reilly feed-water 
heater, and there are two forced draft fans. The latter are 
direct connected, with cranks inclosed and running in oil. 
They were furnished by B. F. Sturtevant Company, Hyde 
Park, Mass. 

Other auxiliaries include two 25-kilowatt Sturtevant electric 
light engines and generators, each with a cylinder 9 inches 


the engines in full gear and running at about roo revolutions 
per minute, the horsepower figured out at about 6,600, and 
the speed at just over 17 knots. The engines have been so 
well balanced that during this trial trip the vibration was very 
slight indeed. 

PASSENGER ACCOMMODATIONS. 


All first class passenger accommodations are located amid- 
ships. There are twenty-eight staterooms on the hurricane 
deck, and seventeen staterooms and six special rooms on the 
promenade deck. - Four of these special rooms are arranged 
across the forward end of the promenade deckhouse, and are 
each fitted with brass beds and mahogany dressers. Special 
combined air ports and ventilators are fitted to these rooms. 
Two special rooms, with private baths attached, are fitted well 
forward in the promenade deckhouse, one on each side. Brass 
beds and mahogany dressers are fitted in these rooms also. 
In all the staterooms folding metal berths are fitted, and also 


512 


International Marine Engineering 


DECEMBER, 1908. 


full-length transoms, upholstered in mohair plush, which can 
be used for berths when occasion demands. Access to all 
staterooms is from inside passages or from alcoves, there 
being a continuous fore-and-aft passage on each side in both 
deckhouses. Divisional bulkheads between staterooms are 
_ double in all cases. 

The main dining saloon, located in the forward end of the 
hurricane deck house, is paneled in quartered oak, and is 


lighted by 20-inch brass air ports, the latter being fitted with , 


inside blinds. In addition a large skylight, with leaded glass 
dome below, provides light for the dining room and for the 
interior of the promenade deckhouse. The dining room has 
a seating capacity for 104 persons. 


First class toilet spaces are located between boiler casings 
on both the hurricane and promenade decks. The decks in 
these spaces are covered with mosaic tiling, and a tiled wains- 
coting is fitted all around. Two bath rooms are fitted on 
each of these decks. The plumbing was furnished by McCam- 
bridge & Company, Philadelphia. 

The passages and all promenade spaces in the first class 
passenger quarters on the hurricane deck are paneled in 
white pine; on the promenade deck composite board with 
composite ornaments has been used. 

Accommodations for the second class passengers are pro- 
vided in two tiers of steel houses aft. There are thirty-four 
staterooms, each fitted with three metal berths. There is a 


=i 
} 


“Valve Travel 


THERE ARE TWO MAIN 


Several social halls are fitted in the first class accommoda- 
tions, the principal one being located just forward of the 
engine casing, where is located the main stairway between 
the hurricane and promenade decks. This stairway is of 
mahogany, with metal grills and mahogany top rail. It is 
lighted through a large skylight with a leaded glass dome 
below. Writing desks and settees are fitted in the promenade 
deckhouse in the neighborhood of the light well to the dining 
room. 

The first class smoking room is located in the after end of 
the promenade deckhouse, and is paneled in quartered oak. 
All upholstery in this room is leather of a light tan color. A 
private inclosed stairway leads from the hurricane deck di- 
rectly into the smoking room, 


ENGINES OF THE VERTICAL, 


836 | 
it 
SSS5 Rosca THE ! Ny! 
42S Iva) Hi 
Ufa N Beaval) I S 
ee e/a ie st ravell Hie Ne 
Cosh Ra Us SS 
ANS Z M4 H! } K me 
fo SRE bie \ 
s Fi pt S Ik 
Ht | aa 
HH rh 
ily I hi! 
Hilt; te p | 
it Sl 3 
| i} 1 Ny 
rite i | a 
of ttyl jj ey 3 
ele Wi | | 
3 = By | 
au | 
be —-4 
SA) 
W7 
Mt 8/4 tt : > 
| We Hog | ees 
F {| 
r 4 N . 
5 d ya | a/ond 
3/916 > (9) 0 f= (i) 39 
= =) ama iat = == On OL = 
ai = i == U ft fT tS = 
J I exh 1 | | pee [a 
1 {if 20” 7 ates “yh i i | 164 7 
Weer fp ( 74 i BI 
== 7 k= 1 
| ani | 2 Went ie eae 7 
| is | Sa) 
1 Hoon} | | 2 
Lhe Uc AS ww we || | 
36 


it 
To 


FOUR-CYLINDER, QUADRUPLE EXPANSION TYPE, 


large dining room extending the full width of the deck 
house, and a second class galley aft, fitted with steam kettles, 
ete. 

In the steel house on the boat deck are fitted the captain’s 
stateroom and bath, captain’s office, three staterooms for deck 
officers and an officers’ bath room. The captain’s quarters 
are finished in quartered oak. Rooms for the chief engineer 
and first assistant engineer are located in the promenade 
deck house opposite the engine casing, to which they have 
direct access. The chief engineer’s room has a private bath 
attached. Quarters for the engineers, firemen, cooks, waiters, 
etc., are on the main deck abreast the machinery casing: 
These quarters are all inclosed with steel bulkheads, and all 
are fitted with metal berths. Separate mess rooms for engi- 


DECEMBER, 1908. 


neers and for deck officers are provided. Engineers’ toilets 
and bath, firemen’s toilet and showers, and waiters’ toilets 
and showers are located on the main deck in the boiler 
inclosure. The quartermasters’ and seamen’s quarters are 
located on the main deck forward. 

The first class galley is located on the main deck forward 
of the forward boiler casing, and is fitted with all conveni- 
ences in use on modern high-class passenger steamers. There 
is a special inclosure for the bakery. A large ice house, with 
butcher shop attached, is provided at the sides of the vessel 
on each side of the galley, and port doors are fitted in the 
side of the vessel, convenient for filling the ice house and for 
placing supplies on board. The first class pantry is located 
on the hurricane deck aft of the dining room, to which it is 
direct connected by two sets of double doors. It is directly 


H.P. 


M.E.P. 87.5 
T.H.P. 964. 


1st.Int.P. 


2nd Int.P. 


M.E.P. 15. 
T.H.P. 720. 


INDICATOR CARDS FROM PORT ENGINE, 


over the galley, to which access is obtained by a stairway 
fitted in the same inclosure; and a dumb waiter is fitted for 
conveying food from the galley direct. The pantry outfit 
includes an 11-foot steam table, urns, egg boiler, etc. 

During the first round trip between New York and Gal- 
veston opportunity was afforded for observing carefully the 
operation of all the machinery, and for obtaining service trial 
results. The indicator cards shown were taken October 7, 
with boiler gage 215 pounds, and a vacuum of 26 inches. The 
starboard engine, running at 102 revolutions per minute, 
showed an. indicated horsepower of 3,357. The port engine, 
running at 103 revolutions per minute, showed an indicated 
horsepower of 3,250. 
horsepower, to which may be added 450 horsepower, assumed 
for the auxiliaries (see below), making a total of 7,057 


The aggregate was 6,607 indicated . 


International Marine Engineering 813 


horsepower. The indicator cards were taken with springs, 
measuring, respectively, 100 pounds per inch for the high 
pressure and 50, 16 and 10 pounds for the other three cylin- 
ders, respectively. They were taken under average full-power 
conditions, and may be said to be fairly representative. The 
mean effective pressure, referred to the low-pressure cylinder, 
was 32.67 pounds per square inch starboard and 32.52 pounds 
port. 

The auxiliaries in service, and the estimated horsepower 


each, are tabulated : Horsepower. 

AN) Gerocletnbry MENS. cosocccn0cn den d0000000900000000 194 
PIRW.OMA1 Ids DUI] DSI Taieyaeiateicleretscel sFelrictetav-teleletsiokeroieleleleietelaletevele 41 
OVas TSEC! HUH ooowococsod0odsboon0do00sD0G0D0DCOGbaIDND 31 
INTO WOH? GHEMES ood0060000000000000000000000000000 140 
Ov ChE GHB ooc0000050000000000000000000000000 41 
Onessanitaryapum Daria eer ceiereiritierrersiiereet- ie 3 

Rota lRmrapereveycretelevotaret steteteareleccrevehensre avs lone beeye tenets etetel oie 450 


M.E.P. 84. 


I.H.P. 917, 


1st. Int.P. 


M.E.P. 34, 
I.H.P. 787, 


M.E.P. 15.25 
I.H.P. 741, 


INDICATOR CARDS FROM STARBOARD ENGINE. 


In addition, there were occasionally in service a bilge pump, 
a fresh-water pump, an ash ejector pump and the steering 
engine. Some of these, however, were used not more than 
one hour per day, and their total horsepower may safely be 
assumed as about 20, making the total estimated horsepower 
of the auxiliaries about 470. 

In computing the coal burned per horsepower per hour, a 
number of bags of coal were carefully weighed, and in each 
watch the total number of bags used was carefully recorded. 
Data obtained in this way, after taking account of the amount 
of coal put into the ship at New York, and the assumed con- 
sumption in port at both places, checked within 5 tons of the 
bunker measurement on the completion of the round trip. 
Without going into details in this regard it was estimated 
that the ship left New York with 1,275 tons in her bunkers. 


514 


International Marine Engineering 


DECEMBER, 1908. 


She burned 520 tons in four and three-quarter days (109 tons 
per day) when runing at maximum full power to Galveston. 
Sixty tons were used in port in Galveston, and 450 tons for 
the return run, which was made under easy conditions. 

A number of tests of considerable duration were run, which 
are given in abstract in the appended table. The mean draft 
of the ship on leaving port was 20 feet 4% inches, correspond- 
ing with a displacement of about 8,200 tons. The draft on 
each of these tests was not noted, but must have been less, on 
account of the continual consumption of coal. 

The first test, marked A, was run under full power under 
natural conditions, with all eight boilers in use, and with the 
engines in full gear. The second test, marked B, was run 
under the same conditions as the first. The third test, marked 
C, was run with six boilers operated at full power, and with 
the engines in full gear practically all the time. The last 
test, marked D, was run with six boilers, but the blowers and 
furnace presstire were cut down somewhat. The engines were 
linked up, the starboard high pressure 3% inches, and low 
pressure 1% inches; the port, ™% inch less in each case; the 
intermediate cylinders were in full gear. 


A. B. Cc. D. 
Duration of trial, hours...... 24 16 40 12 
Average speed through the 
WE UEMKNS soocacs005000 16.27 16.39 15.71 15.27 
Average revolutions per min- 
(KS) GanoocosnbadooocoboedG 98.9 99.6 95.44 92.8 
Indicated horsepower, main 
ENPIN ES Ayers ctersisictolewiete 6291. 6400. 5744. 5372. 
Coal per 24 hours, tons..... 90.14 95.9 80.57 79.81 
Coal per I. H. P: per hour, 
_main engines, pounds...... 1.337 1.398 1.354 1.37 
Coalmpersle Ewes permhour, 
main and auxiliary engines, 
POUNdSweperer errr rcr 1.244 1.303 1.210 1.292 


The results, as shown in the consumption of coal per indi- 
cated horsepower per hour, are especially fine, the figures 
given indicating that in no case did the total consumption, 
based on main engine horsepower alone, exceed 1.4 pounds, 
while if we include the 470 horsepower of auxiliaries (420 
horsepower in the last case) the results are shown to be 
even better. The slip of the propellers, on a run of 695 
nautical miles from Galveston to Dry Tortugas in slack 
water, and at a mean speed of 16 knots, was found to be 
12.2 percent. 


MARINE ENGINE DESIGN. 


BY EDWARD M. BRAGG, S. B. 


Engine Bed—The stresses to which the engine bed will be 
subjected are very hard to calculate accurately, as they depend 
upon the alinement, balance, etc. The thickness of metal 
necessary for a rigid bed is determined more by experience, 
and is usually from 7% inch to 1% inches when the bed is of 
cast iron, and from 34 inch to 1% inches when of cast steel. 
When made of cast iron, the longitudinal girders and cross 
girders carrying the main bearings are made of the hollow 
box form (see Fig. 36), usually open at the bottom, with 
flanges for the holding-down bolts. When made of cast steel, 
it is found best to make all parts of the open J section, a 
section consisting of a central web with broad flanges at the 
top and bottom. (See Figs. 37 and 38.) 

The bed is usually made in sections, to facilitate casting and 
handling, the break in the bed usually coming opposite the 
coupling flanges of the shaft. The cross girders can be figured 
as beams supported at the center line of the longitudinal 
girders, and loaded in the center of their length with the load 
for which the bearing caps are figured. The width of the 
cross. girders is less than the length of the bearings which 
they carry, the amount of the overhang of the bearings being 
about three-fourths of the overhang of the boxes of the crank- 
pin end of the connecting rod. The sectional area of the cross 
girder under the bearing should be sufficient to keep the 


nn 


4, 
1 
Ic 
1 
5 
' 
' 
Vy 


FIG. 36. 


stress from 600 pounds to 1,000 pounds per square inch for 
cast iron, and from 1,000 pounds to 1,500 pounds for cast steel. 
As the after bearing is subjected to the greatest load, the 
girder carrying it should be figured, and the depth of the 
other girders taken from this. This depth will be the mini- 
mum depth; that taken finally may be such as will cause the 
connecting rod to clear the sole plate at the bottom of the 
stroke. 

The distance between the two longitudinal girders should 
be sufficient to clear the connecting rod as it rotates. To do 


| ero LS 


FIG. 37. 


this it is best to draw a clearance diagram for the crank-pin 
end of the connecting rod, showing the path of the extreme 
points. The side girders should then clear this path by 1 
inch to 2 inches. Usually the cross girders are carried from 
114 to 2 inches below the lowest point of the clearance 
diagram, otherwise the sole plate must be cut away at the 
crank pits to clear the connecting rod. 

Main Bearing Caps——Vhe main bearing caps are made of 
cast iron, cast steel, wrought steel or bronze. When made 
of wrought steel, the brasses are flat backed, as shown in 
Fig. 39. When made of cast iron, cast steel or bronze, they 


DECEMBER, 1908. 


International Marine Engineering 


are of the shape shown in Fig. 37, and the white metal is put 
into recesses cored out in the cap. The caps are always pro- 
vided with hand holes, by means of which the temperature of 
the shaft can be ascertained; they are also used for applying 
grease to the shaft. The hand holes are 2% inches wide and 
4% or 5 inches long, the narrower dimensions being in the 
direction of the center line of the shaft. The width of the 
cap will be the same as that of the cross girder carrying the 
bearing, or from 1 inch to 3% inches less than the length of 
the bearing. The load to be used in figuring the bolts and cap 
should be the maximum upward load coming upon the cap. 
In the after bearings of the different cylinders the greater 
loads act upon the top and bottom of the bearings, while in 
the forward bearings they act upon the sides of the bearings. 
Caps will be figured, however, as if the maximum loads acted 
upon the tops of all the bearings. The following factor, ap- 
plied to the mean loads obtained from formula 44, will give 
the maximum loads coming upon the bearing caps: 


Cylinder. Type of Engine. | Which Bearing. Factor. 

Giodoa pOOn ee OO IAN araisraree Pe Forward and after.. 2. 

Alon ooccodoooedd AM Ss0000000000 Forward and after.. 1.75 
mel NG! Bloococcoc Quadruple....... Forward and after.. 1.75 
BC xevexetstayeistecstetsiers Dish socoadpuaKe IOWA, coodov0C0C 1.67 
At yoyercisvereece, sae fare Quadruple....... PORWR! oon 0000000 1.67 
3 er davelscevaveraesoiore eRriplenertrierecte LMI Goo boo b00d00S 1.4 
Ath eseatcyevevacniover QUAGEADEscoc000 ANGPoo000000000000 1.4 


The size of the bolts to carry these loads can be taken from 
Table IV. The number of bolts in the caps depends upon the 
construction of the bed. If the bed is of cast iron, two bolts 
are usually put into each bearing to hold down the cap (see 
Fig. 36), unless the cap is long, when four bolts will be used. 
If the bed is made of cast steel, and the cross girders are of 
the open I section, four bolts are commonly used in order to 
clear the central web (see Fig. 37). Sometimes a boss is cast 
in the central web, and two collar studs used, as shown in 
Fig. 38. When the construction shown in Fig. 36 is used, the 
studs can be placed close to the shaft, allowing a clearance of 
Y% to 34 inch. When the construction is as shown in Figs. 37 
and 38, the clearance will be much more. 

The caps should be figured as beams supported at the ends and 
the load distributed over a part of the length. Using the maxi- 
mum load for which the bolts were designed, the bending 

Wi 


moment will be , where ZW = load and / = distance be- 


6 
between the center lines of the bolts. In obtaining the moment 
of inertia of the section of the cap, the breadth to be used 
should be the breadth of the cap minus the breadth of the 
hand hole, usually 2% inches. 
The height of the cap will be: 


(45) 


515 
where W = the maximum load upon the cap; 
1 = the distance between the center lines of bolts; 
B= the net breadth of cap; 
and / = such a stress as will give a factor of safety of 10, since 


the caps may be subjected to pounding. 


FIG. 39. 


If the top of the cap is cored out, the formula 
BH? — bh 


12 
should be used in getting the moment of inertia of the section, 


FIG, 40. 


where b is the breadth and h is the height of the cored space. 
In this case the cap will be figured from the formula: 
WIA 


j= (46) 
BH? — bh3 


516 


International Marine Engineering 


DECEMBER, 1908. 


ENGINE FRAME. 


The engine framing is made of cast iron, cast steel and 
wrought steel. When made of cast iron, the framing usually 
consists of hollow inverted Y-shaped supports (see Fig. 


FIG. 41. 


40), sometimes called housings, carrying the guide sur- 
face for the slipper. When made of cast steel, they some- 
times have the same shape as the cast-iron housings, but are 
made in twa, parts joined together by a vertical flange (see 
Fig. 41). The other form in which cast steel is used for 
engine framing is shown in Fig. 42. These columns are very 
often used upon the front of the engine, two to each cylinder, 


FIG. 43. 


FIG. 42. 


in order that access may be had to the crank shaft. When a 
cross head of the type shown in Fig. 20 is used, four of these 
columns are used for each cylinder, with a narrow guide sur- 
face upon each column. Cylindrical columns of wrought steel 
are also used, as shown in Fig. 43. When the framing is of 
wrought steel it consists of cylindrical columns tied and 


braced longitudinally and athwartship to make the framing 
rigid (see Fig. 44). 

The framing may consist of housings on both front and 
back of engine, of housings on the back and columns on the 
front, of cast steel columns on both front and back of engine, 
or of steel framing. When housings are used, they should be 
designed to have sufficient area in the smallest section to 
carry the maximum load coming upon the piston rod, with a 


FIG. 44. 


stress of 600 to 1,000 pounds for cast iron, and 1,000 to 1,500 
pounds for cast steel. The shape of the cross section of the 
housings will be determined by the size of the slipper guide, 
and the shape of the flange at the top necessary to accommo- 
date the number of bolts needed to carry one-half of the load 
on the piston rod. 

The columns can be figured by formule 2t and 22, given for 
piston rods. The character of the load is alternating, so that 
a factor of safety of 12 should be used. Since its length will 
be considerably greater than that of the piston rod, and its 
load only one-half of that, its diameter generally comes about 
the same as that of the piston rod. The column is very often 
made hollow, to save weight. Whenever it can be arranged, 
cross-ties are carried from the top of the housing to the foot 
of the columns, so as to give the housing additional stiffness. 
When the framing is made entirely of steel columns and 
ties the stresses are determined by means of a graphical 
analysis. 

Calculations—The diameter of the crank shaft and diameter 
and length of the crank pin have already been determined. 

D = 12 inches; 
C = 12.5 inches; 
F B= 14” + 0.25” = 14} inches. 

The crank shaft will be made built up, in three interchange- 
able sections. 

A=o0 7.8 inches (use 8 inches); 
E = 0.28 X 12 = 3.36 inches (use 3+ inches); 
0.25 inches; 


= 2 inches; 
K = 12.75 inches; 
£ = 13 inches; 
= 11.375 inches; 
= 12 inches. 


Assume radius of pitch circle of coupling bolts = 12” X 0.75 
= 9" =r. 


Assume 7 to be 6. _ 


I2 I2 
Formula (43): R= =\ 
2 OX 
Let the taper of the bolt be 1 inch per foot, and the length 
of bolt = 6% inches, the large end projecting 1% inch beyond 
the flange. 
Diameter of bolt at large end 


= 2.83 inches. 


517 


DecemBer, 1908. International Marine Engineering 
3-5 Area for third cylinder, aft Ke 
= 2.83 + —— = 3.122, (use 34 inches). 65,200 187 
12 = = 187 square inches —— = 15.58” \ use 15% inches. 
The smaller end of the taper will be 350 12 
“ 6.5 See Fig. 46 for sketch of the three sections of shafting.’ 
3-125” — —~ = 2.583 inches diameter. Loads for which main bearing caps’ and bolts are to be 
12 figured are: 


The threaded part 
diameter. 

A 2%-inch nut is about 4 inches across the angles, so the 
pitch circle of the coupling bolts must be at least 2 inches 
from the outside of the shaft; 9 inches — (6 inches + 2 
inches) = 1 inch clearance between nut and shaft. This can 
be made less if necessary. Try r = 8.625 (formula 42). 


on the end can be made 2% inches 


12 12 
R= Aa = 2.89 inches; 
2 6X 8.625 
3-5 
2.89 + —— = 3.182”, (use 3} inches). 
12 
6.5 
Diameter at smaller end of taper = 3.25 — —— = 2.708 inches. 
12 


The diameter of threaded part can be 2% inches. The nut 
will be about 4% inches across angles; 8.625 — (6 + 2.25) = 
0.375 inch clearance between nut and shaft. Diameter of 
flange = 2(8.625 + 3) = 23.25 inches. 

Loads Upon Bearings.—Values of f from Fig. 31 for 3,000 
I. H. P., built-up shaft, give the following loads upon the main 
bearings: 

First cylinder, forward 


21,000 
L= X 0.77 X 1,000 = 19,000 pounds. 
850 
First cylinder, aft 
21,000 
L= X 0.77 X 1,000 = 19,000 pounds. 
850 
Second cylinder, forward 
21,000 
p= (1,000 + 0.11 X 1,000) = 27,400 pounds. 
850 
Second cylinder, aft 
21,000 
i (1,000 + 0.61% X 1,000) = 39,800 pounds, 
| 850 
Third cylinder, forward 
| 21,000 : 
Li (2,000 — 0.14 X 1,000) = 46,000 pounds. 
H 850 
Third cylinder, aft 
21,000 
L = (2,000 + 0.64 X 1,000) = 65,200 pounds. 
850 : 
Area for each high-pressure bearing 
19,000 95 
= = 95 square inches, = = Fo 
200 12 
Area for second cylinder, forward use 9 inches. 
27,400 IIo 
= = II0 square inches —— = 9.16” 
250 12 ; 
Area for second cylinder, aft 
39,800 145 
= = 145 square inches —— = 12.1” 
275 12 
Area for third cylinder, forward use 124 inches. 
46,000 153-5 
= = 153.5 square inches = 12.8” 


300 12 


High-pressure bearings, 19,000 X 2 = 38,000 
Medium-pressure forward bearings, 

27,400 X 1.75 = 47,G00 
Medium-pressure after bearings, 

39,800 X 1.75 = 69,700 
Low-pressure forward bearing, 

46,000 X 1.67 = 76,800 
Low-pressure after bearing, 

65,200 X 1.4 = 91,250 pounds. 

Main bearing bolts for 48,o00-pound load must be two of 2? inches. 
Main bearing bolts for 75,000-pound load must be two of 3} inches. 
Main bearing bolts for g1,250-pound load must be two of 34 inches. 


use 48,000 pounds. 


use 75,000 pounds. 


D 

Make lower brass “half-round” with a thickness of —— -+- 
10 

0.25 inch = 1.2 inches + .25 inch = 1.45 inches (use 1% 


inches). Bolts will clear shaft by 2% inches to allow for the 
brass and the metal of the bed. 
Distance between centers of 2?-inch bolts 

= 12” + 5” + 2.75” = 19.75 inches. 
Distance between centers of 34-inch bolts 

; = 72” + 5” + 3.25” = 20.25 inches. 

Distance between centers of 34-inch bolts 

yop (4 oe Bog! = 20.5 
Handholes in main bearing caps to be 24 inches wide. 

. 60,000 


inches. 


Caps to be of cast steel, and stress to be = 6,000 pounds. 
10 
Caps for high-pressure and forward medium-pressure bearings: 
Formula (45): 
148,000 X 19.75 
Hf = \|———————_ = 5.36 inches. 

5-5 X 6,000 

Caps for after medium-pressure and forward low-pressure hearings; 


[75,000 X 20.25 
! 


= 5.47 inches. Phone 


H= 
8.5 X 6,000 
Caps for after low-pressure bearing: 
lor,250 XK 20.5 
HT = 5.45 inches. 
10.5 X 6,000 


Make all of the caps 5% inches thick from the back of the 
white metal, or 6 inches thick, allowing for the white metal. 
(To be continued.) ‘ 
Revision of the United States Laws Relating to the 

Safety of Life at Sea. aera 


President Roosevelt has recently appointed a commission 
for the revision of laws relating to the safety of life at:sea: 
One of the most important duties of this commission: Hes. in 
a careful revision of the laws which relate to the. construction 
and inspection of steam boilers. The rules at present? in: 
force are very much out of date, and need thorough revision 
to meet the requirements covering the best materials and: best: 
methods of modern practice in construction; expert inspection: 
in materials, design and workmanship; conformation. of: the. 
United States rules with the requirements of marine insurance 
companies; and adequate provision for conditions .on: the: 
Great Lakes and Mississippi River with its tributaries. 


518 


International Marine Engineering 


DECEMBER, 1908: 


DESCRIPTION OF A 140-TON FLOATING CRANE WITH 
A TEST CAPACITY FOR LIFTING 200 TONS. 


BY H. PRIME KIEFFER, 

Practically up to the present time, shear-leg construction 
has been exclusively employed for floating cranes, With this 
system the feet of the forelegs lie at the pontoon gunwale 
and the load must be passed between the legs, an arrangement 
In the first 


which has a number of striking disadvantages. 


eae 


cult, and very often impossible, when the usual shear-leg 
crane is employed. By withdrawing the turning point from 
the foot of the jib we further attain the advantage that the 
legs do not come into contact with the vessel’s side. The 
crane barge can lie close alongside of the ship, and the jib, 
as far as the screw spindles permit, may be adjusted towards 
the outside. j 
From the constructional point of view this type of crane 


BNO © 


Acro 


ef 


FIG. 1.—140-TON FLOATING CRANE PLACING BOILERS ABOARD THE MAURETANIA. 


place the loads to be handled must not exceed certain dimen- 
sions, limited, of course, by the sloping position of the fore 
shear-legs. Secondly, the outreach of the crane from the 
turning point of the legs to the middle of the hook cannot be 
used to its full extent, for even at a small inclination the legs 
will be in touch with the side of high ships. (See Figure 2). 
Finally, the legs are clumsy and expensive, owing to their 
length. 

These drawbacks are entirely overcome by a new and in- 
teresting type of floating crane built by the Duisburger Ma- 
chinenbau, A. G., formerly Bechem & Keetman, of Duisburg, 
Germany. The general appearance of this new crane can best 


FIG. 2.—ILLUSTRATING THE DRAWBACKS OF A SHEAR-LEG CRANE. 


be gained by a glance at the illustrations shown in connection 
with this article. 

In this new construction the turning points of the jib are 
kept so far back from the pontoon gunwale that sufficient 
space is left in front of them for taking up the materials to be 
handled. Thus the latter need no longer be passed between 
the crane legs, and may, therefore, have any dimensions. 
Masts, stacks, boilers and other long and cumbersome parts 
of a vessel may easily be fitted with the help of a crane of 
this new construction, while this work becomes rather diffi- 


has the further advantage that the whole jib can be of lattice 
work, and thus it is of a relatively small weight. In addition 
to this, the principal parts of the jib can, if desired, take an 
angular shape and need no longer be led in a straight line. 
Several cranes of this type, with a capacity of 100 tons, have 


ra 


ia] 


Ik 


- 


r 
att 
tu 


FIG. 8.—PLAN VIEW OF PONTOON, SHOWING LOCATION OF PROPELLING 
MACHINERY. 


been built by the Duisburger Machinenbau, A. G., but not until 
comparatively recently did they attempt one so large as 140 
tons with a test of 200 tons. When Messrs. Swan, Hunter, 
Wigham and Richardson took the contract to build the mam- 
moth Cunard Liner “Mauretania,” they realized that the fitting 
out of the ship would present some serious difficulties, if done 
by old methods, as some of the equipment, notably the boilers, 
was very large and heavy. They therefore ordered a crane 
of the new type with a capacity of 140 tons, which was con- 
sidered at the time rather high, as such a great capacity had 


DeceMBER, 1908. 


International Marine Engineering 


549: 


never before been attempted when building a floating crane. 

It must be pointed out that a serious restriction as regards 
the structure of the crane was imposed upon the constructors 
on account of the bridge situated near Elswick-on-Tyne. The 
lower flange of the bridge is in spring tide only about 85 feet 
Above the surface of the water. The crane, however, when 
erected, has a height of 131 feet, and consequently it was neces- 
sary to provide a lowering arrangement, so that the crane 
could pass underneath this bridge. The jib is therefore swung 
around two fore foot points and is adjusted by means of two 
spindles of Siemens-Martin steel. Water ballast serves as a 
counter weight, the water being placed in two water-tight 
compartments of the pontoon. The large boiler for the en- 
gine also serves as a counterweight. 

The square pontoon has a size of 90 feet by 77 feet and a 
height of 13 feet 10 inches. The corners are rounded. When 
140 tons are on board and the load is suspended at the hook, 


iron. The drums run loosely on axles of 5% inches diameter. 
All spur wheels are made of the best steel. 

The drums for the 20-ton winch have the same length and 
are built similarly to the large drums, but with a diameter of | 
only 2 feet 9 inches. A special steam twin engine of 40 horse- 
power serves for setting the 5-ton winch in motion. ‘This 
winch has two drums, one to take up the lifting rope and the 
other one to take up the traveling rope, which sets the trolley, 
running along the lower flange of the upper part of the jib, in 
motion. 

The following speeds can be obtained: 

In lifting a load of 140 tons at the 140-ton hook, about 3 
feet Io inches per minute. 

In lifting a load of 70 tons at the 140-ton hook, about 8 feet 
2 inches per minute. 

In lifting a load of 20 tons at the 20-ton hook, about 26 feet 
per minute. 


(Cn et 
t 
WS 
/ 
| 
i 
vB) 
Greatest reach for 5t. y 


Greatest reach for 20t. 


2S SSeS 


FIG. 4.—SECTIONAL VIEW 


the draft is 8 feet, the inclination 6 degrees and the height 
from the water surface to the upper edge of the pontoon about 
10 inches. Two longitudinal and two cross partitions divide 
the interior of the pontoon into nine compartments. The 
four engines are placed in the center room underneath the 
crane structure. Loads can be transported on the fore deck 
by means of several truck cars running on rails. Four 
steam capstans are arranged in the corners of the pontoon, 
which serve for hauling purposes; steam winches are also 
provided for the anchors. 

The crane is fitted with three hooks, one each of 140, 20 
and 5 tons capacity. The gearings for the various blocks are 
placed on deck underneath the crane structure. The large 
winch for the load of 140 tons has a double rope drum and is 
driven by a steam twin engine of 120-horsepower capacity. 
This engine also sets the 20-ton winch in motion, as well as 
the spindles for derricking the crane jib.: Both drums of the 
large winch are built similarly; each one has a diameter of 4 
feet 3 inches, a length of 8 feet 8 inches and is made of cast 


Vey 


oF 140-TON FLOATING CRANE. 


In lifting a load of 10 tons at the 20-ton hook, about’53 feet 
per minute. 

In lifting a load of 5 tons at the 5-ton hook, about .65 feet 
per minute. 

The crab travels at the rate of about 65 feet per minute. 

The general design of the 1oo-ton crane is about the same 
as that of the r4o-ton structure, but the construction is not 
so massive. This design has also but two hooks, a main one 
of too tons and an auxiliary one up to 20 tons. The main 
hook of the roo-ton crane has a maximum outreach of 68 
feet 8 inches, and the 20-ton hook, one of 100 feet. With a 
pontoon whose beam is 66 feet a free space about 24 feet 6 
inches remains on deck in front of the jib, in order to ship 
the articles. 

The crane is equipped with a two-cylinder special 9-inch 
crane engine, rated at about 105 horsepower. This engine 
drives the four lifting gears and the luffing gear; the large 
lifting gear is supplied with two drums, each taking one fall 
of the large lifting rope that carries the 100-ton hook in eight 


520 


strands; the smaller hook of 20 tons is suspended by four 
strands. Besides these at both sides of the framing, two 
lifting gearings are placed for lifting loads up to 1% tons. 

The working speeds are as follows: 

Lifting loads of 100 tons with main hook, about 5 feet 4 
inches per minute. 

Lifting loads of 4o tons with main hook, about Io feet 8 
inches per minute. 

Lifting loads of 20 tons with auxiliary hook, about 28 feet 
8 inches per minute. 

Lifting loads of to tons with auxiliary hook, about 55 feet 
6 inches per minute. 

Lifting loads of 1% tons with auxiliary hook, about go feet 
8 inches per minute. 

The luffing of the jib occupies about 12 minutes. 

The luffing mechanism opérates as follows: At the end of 
the back stay of the jib two manganese-bronze nuts are in- 


International Marine Engineering 


DECEMBER, 1908. 


The pontoon has a length of 87 feet 6 inches, a beam of 65 
feet 6 inches and a height of 9 feet 10 inches. Two screws 
are provided for the propulsion of the crane, each being 
turned by an engine of 60 horsepower. With the above- 
described pontoon a speed of 3 or 4 knots can be at- 
tained. On deck four spills with vertical drums are fitted, 
which are driven by a special small engine. Opposite the jib 
a water tank is provided, taking 130 tons and serving as a 
counterweight. For filling and emptying this tank a steam 
pump of 1 to 1% cubic meters per minute capacity is installed. 
Two boilers are fitted, each having a length of 12 feet Io 
inches and a diameter of 6 feet, with a heating surface of 
about 500 square feet. For ordinary work one boiler is suffi- 
cient; the second serves as a reserve and for use in case the 
pontoon has to travel a long distance. Some cranes of similar 
design have been built and equipped with gas engines and they 
have given good service. 


THE BATTLESHIP NORTH DAKOTA IMMEDIATELY AFTER LEAVING THE WAYS. 


serted, which swing around two cross pinions. The long 
spindles are screwed into these nuts. The screws are turned 
with the help of a steam engine placed on deck and corre- 
sponding shafting equipped with bevel gears. In consequence 
the nuts at the ends of the jib, mentioned above, shift on the 
screws, by which means the jib is drawn in or out, according 
to the turning direction of the screws. 

The steel structure of the crane is composed of light but 
strong lattice work. At the side of the framing is located the 
driver’s cabin, from which all movements are controlled and 
in which all necessary hand whéels, brake levers and acces- 
sories for controlling the engines are placed. 


LAUNCH OF THE] NORTH} DAKOTA. 

On Nov, 10 the battleship North Dakota, the first of the 
American Dreadnoughts, was launched from the yards of the 
Fore River Shipbuilding Company, Quincy, Mass. The cere- 
mony of christening the ship was performed by Miss Mary 
Benton, of Fargo, North Dakota. 

Contracts for the two battleships North Dakota and Dela- 
ware, which were authorized by the Naval Programme of 1906- 
1907, were awarded Aug. 6, 1907, that for the North Dakota 
being placed with the Fore River Company and that for the 
Delaware with the Newport News Shipbuilding & Dry Dock 
Co. The keel of the North Dakota was laid Dec. 16, 1907, the 


~* International Marine Engineering 


DECEMBER, 1908. 


521 


SIDE VIEW OF BATTLESHIP NORTH DAKOTA, OCT, 1, 1908, 54.2 PERCENT COMPLETED. 


day on which the Atlantic fleet started on its voyage around 
the world. The launching was, therefore, accomplished in ten 
and three-quarters months, or 282 working days after the 
laying of the keel. This, as a record for speed in warship 
construction, equals, if not surpasses, the records made in 
other countries. In one or two instances first-class battleships 
have been launched in other countries in slightly over eight 
months, but their percentage completion at the time of launch- 
ing was not as great as in the case of the North Dakota. 
When the North Dakota was launched she was 60 percent 


completed; and, in addition, much of the vessel’s auxiliary 
machinery, fittings and equipment are already finished and 
ready for installation, including the five turrets for the main 
battery. According to the terms of the contract the ship is to 
be completed July 18, toro. 

The North Dakota is 519 feet long over all and 510 feet long 
on the waterline. She has a beam of 85 feet 25@ inches, and a 
draft at displacement of 20,000 tons of 26 feet 10 inches. At 
her full-load displacement of 2,275 tons her draft is 27 feet 3 
inches. Curtis turbines of a total estimated horsepower of 


VIEW OF NORTH DAKOTA, OCT. 1, LOOKING AFT. 


AFTER DECK OF NORTH DAKOTA, LOOKING FORWARD, 


522 


International Marine Engineering 


DECEMBER, 1908. 


25,000 are to drive the ship at a speed of 21 knots, steam being 
furnished by twelve Babcock & Wilcox watertube boilers, ar- 
ranged for burning oil in addition to coal. The contract price 
of the hull and machinery was $4,477,000 (£920,000). 

The armament of the North Dakota consists of ten 12-inch 
breechloading rifles mounted in pairs in revolving turrets on 
the center line of the ship. The arrangement of the turrets 
is such that all of the 12-inch guns can be fired on either 
broadside, four of them ahead and four of them astern. To 
make this possible, two of the turrets are so located that their 
guns can be fired over the adjacent turret., In addition to the 
main battery there is a secondary battery of fourteen 5-inch 
rapid-fire guns for repelling torpedo-boat attack. Ten~of 
these guns are mounted on the gun deck, five on each side, 
the other four being mounted in sponsons on the gun deck at 
the bow and stern. 

The remaining armament consists of four 3-pounder rapid- 
fire guns, four 1-pounder semi-automatic guns, two 3-inch 


“STERN VIEW OF THE NORTH DAKOTA ON THE WAYS. 
4 


field pieces, two machine guns of .30 caliber, and two 21-inch 
submerged torpedo tubes. 

The waterline armor belt is 11 inches thick and 8 feet wide, 
extending 6 feet 9 inches below the full-load waterline. Above 
this there is a belt 10 inches thick, 7 feet 3 inches wide, and 
above this, extending to the main deck, the ship is protected 
by 5-inch armor. The upper plate is 10 feet above the 
normal waterline and 8 feet or more above the deep-load 
waterline. The 12-inch turrets are protected by 12-inch and 
8-inch armor. 

The Delaware, which is being built by the Newport News 
Shipbuilding & Dry-Dock Company, is a sister ship of the 
North Dakota, but she will be driven by two sets of triple- 
expansion reciprocating engines. Therefore, when both ships 


have been placed in commission another splendid opportunity — 


will be given. to test the relative merits of the old-style re- 
ciprocating engine and the leading American type of marine 
steam turbine. It is expected that the Delaware will be 
launched sometime in February. Both ships are to be fitted 


with the latest fire-control system, necessitating range-finding 
positions on top of two lattice-work towers. This type of 
tower was recently tested on the monitor Florida, by placing 
it under a fire of 6-inch shells in order to nee as its 


eo yf V 
SERVICE TEST OF THE STEAMSHIP HARVARD.* 
BY PROF. C. H. PEABODY, W. S. LELAND AND H. A. EVERETT. 

The attention of members is particularly called to the fact 
that this test was run under the conditions obtaining in actual 
service, no attempt having been made to approximate the ideal 
conditions existing on the usual trial-trip runs. The engine 
test began at 9 P. M., when the engine had reached full power, 
and was stopped at 3 A. M. as we approached Nantucket 
Shoals. The last reading was taken at 2.55, when the first 
half-speed bell sounded, and the curves exterpolated to 3 
o'clock. The boiler test was begun at 7.10 P. M., and con- 
tinued until 7 o’clock the next morning, the curves being ex- 
terpolated to make 12 hours. 

Pressures were read, as far as possible, on the engine-room 
gages, which were tested for the occasion by the Crosby Steam 
Gauge & Valve Company. Where engine-room gages were not 
available, Institute gages, tested at our own laboratories, were 
used. 

The horsepower was determined by means of the Denny & 
Johnson torsion meter, belonging to the Department of Naval 
Architecture at the Institute of Technology. The inductors 
were so set as to give a clear length of shaft between induc- 
tors of 63.06 feet on center shaft, 47.52 feet starboard and 
49.21 feet port, which gave readings of approximately 95, 75 
and 70, respectively, at full power. Inductors were set on all 
three shafts, but during the test the port recorder failed to 
work at the end of two hours, due to a rupture of the con- 
nections. From the few readings thus obtained, and from 
readings taken on a preliminary run, when it did work satis- 
factorily, it appears that the torque readings on this shaft 
were 93 percent of those on the starboard, and in computing 
the horsepower this figure has been taken. This, of course, 
throws some little uncertainty into the calculation, but there 
is every reason to believe that the assumption is very nearly 
correct. It would take practically 3 percent error on this shaft 
to affect the total horsepower by so much as ft percent. The 
torsion meter can be read only to single units, so that this of 
itself means an uncertainty in the last digit, which corresponds 
to an accuracy of about 1% percent. When, however, the. 
readings are plotted at ten-minute intervals, as is here done, 
and the results faired, the probable error is likely to be much 
less. F 

In computing the horsepower 1.506 based on a torsional 
modulus of elasticity of 11,600,000 was used for the constant 


stability under attack. 


Keds tak. 
K in the formula H. P. = , on which d = the 
CuIL 
diameter of the shaft in inches (8 inches), 7 = torsion meter 
reading, R= revolutions per minute, C = inductor constant 


(12.5), L = length of shaft in feet between inductors. The 
shaft was not twisted to determine the exact constant, but 
since I1,600,coo is the mean of a large number of tests it can- 
not be far from right. We find 11,000,000 and 12,000,000 to 
be practically the minimum and maximum values, showing a 
variation of about 3 percent only in extreme cases. That the 
actual modulus of the Harvard’s shaft should vary from the 
mean value by more than 1% percent is extremely improbable. 
All in all, taking into account the uncertainty of the port 


‘shaft, there is every reason to believe that the horsepower is 


subject to an error less than that of the ordinary steam engine 
indicator. 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, Nov. 20, 1908. 


DECEMBER, 1908. 


International Marine Engineering 


523 


The water consumption was measured by a 6-inch Hersey 
hot-water meter, loaned by the Hersey Manufacturing Com- 
pany, of South Boston. It was installed in the suction line 
between the hot well and the feed pump, and gave exceedingly 
satisfactory results. This meter was previously calibrated by 
the Hersey Company, and indicated an under-run of I percent 


as this steam did not come from the auxiliary line. The curve 
of auxiliary steam consumption shows the total from these 
two orifices. 

The probable error in determining the auxiliary steam is 
small. The gage pressures were read to the nearest pound 
every ten minutes, and the average must be very nearly right. 


FF fleig Sd) = ; i 


under the conditions of the test. The curve of meter read- 
ings was plotted without this correction, so that 1 percent 
should be added to any ordinate of that curve to get the 
correct reading. 

Steam for all the auxiliaries excepting the blowers came 
through the starboard pipe only, in which a thin plate having 
a 21-inch orifice was inserted. The valve on the port line was 
tightly closed, and the by-pass around the reducing valve on 


TURBINE STEAMSHIP YALE, SISTER SHIP OF THE HARVARD. 


An error of 1 pound in this average would mean about 2 
percent error in the total auxiliary steam, but even if the 
error here were four times as great it would be of small 
moment, for the auxiliary steam is only about 13% percent of 
the total. 

The coal was determined by counting the buckets dumped 
on the floor. A curve was plotted showing the number of 
buckets at ten-minute intervals. Every hour the amount of 


SMOKING ROOM OF 


the auxiliary line opened so that all the reduction in pres- 
sure was due to the orifice. The reduced pressures were 
read on the auxiliary steam gage on the engine-room gage 
board, and the flow of steam computed from coefficients de- 
termined by experiments made at our engineering laboratories. 
An independent orifice was necessary for the blower engines, 


THE HARVARD. 


unburned fuel on the floor was estimated, the corresponding 
points plotted, and the coal-consumption curves drawn through 
them. The average net weight of coal was 506 pounds per 
bucket. Such a method as this for coal determination is open 
to question, but is perhaps the best that can be adopted on a 
short sea run, Eyen had the coal been weighed, the different 


$24 


International Marine Engineering 


DECEMBER, 1908. 


condition of the fires at start and finish might have been con- 
sidetable in so short a run. There is every reason to believe 
that any determination for so short a run would be some- 
what too small. Our figures seem to show 80 tons for twelve 
hours, eqtial to’ 100 tons for fifteen hours, the running time 
from dock ‘to dock, and this figure checks remarkably well 
with the amount of coal actually placed on board, an average 
being taken over a large number of trips. 

The quality of steam was determined by the throttling 
calorimeter, the sample being taken from a tee on the top of 
the steam main, inserted for this purpose where the pipe was 
tapped for the gage connection. 

The engine test data plotted. For the sake of 
simplicity only those observations appear in the plot which 
vary from the curve by an amount greater than the possible 


was 


accuracy of observation. The close similarity of the curves 
and the small number of points through which the curves do 
not pass, is a strong check on the accuracy of the observations. 

The following tables give the summary of the results and 
the principal dimensions of the vessel. 


DIMENSIONS. 
Length between perpendiculars............... 386 ft. 6 in. 
Breadthyvorehulllmoldedteremererrrc erties 50 ft. 6 in 
Breadthtovenls lakd Sienna tree Econ erent 63/ft. 
Depthsmoldedwasserrrcr uence eee nik 22 ft. 
Drattinormal Saeco eee Mcrae Toe ecera 16 ft. 
Draft at trial (mean New York to Boston),..... 16 ft. 2 in 

RESULTS OF BOILER TEST. 

Date toratestarien) orev yer era eee rier eect June 25, 1908. 
DUEMaLO Ad GWG obon0ed oan boo so obOsoGD0NNDS 12 hours. 
Boiler pressure average gage.............-.... 137.8 lbs. 
ORAM OH HEI. dist cond 000000000000900000 95-9 
ISHAM AKSIPSS oo6 ran ant o Goo oD Dd aODDbOGb000006 29.97 in. 
‘Temperature OM? SSG) WAMIEIR 00600 0000 00000000¢ 203.5° F. 
Drfat at blowers (Howden)... SAE ro moc dacs : 1.71 in, 
Nuitiber of boilers (single-ended Scotch) . 12 


Notaligratetareaaen eis sis hele ieieiseromree cite 756 sq. ft. 
Total heating surface........... o#odaapoo6 wee 20;520NSqe ft: 
Ratio heating to grate area................... 38.6 
Total coal fired in 12 hours............ go00000 179,112 lbs. 
Total water fed in 12 hours............ : .2,041,710 lbs. 


Equivalent evaporation from and at 212° per lb. 
Oljicoallivy mace 


se eee ee bees i en een 


UDO Oi GABWCs> 00 00¢ SEHR dODeO oOdbDODGO000 Parsons turbine. 
IDKUTEMHOIN OH! WA. 0000000000000000000000000006 6 hours. 
ISLAM ORATOR ARD.5 5000 0000000000000 Scorers 124.4 Ibs. 
Low-pressure gage, average S. & P............ 21.3 lbs. 


‘ 


DINING SALOON AND MAIN STAIRCASE OF THE HARVARD, 


Wacniin @remee S. 2 12 osccccaccosc0d00000 


27.42 in. 
‘Temperature of injection water............... 63550 2 
Temperature of discharge water.............. ‘ LOWE. 
semperaturerotphotawelleneiesener eee 5 110.8° F. 
Total water per hour during test.............. 176,010 
Maximum revolutions............. ay eaete eal fe =p: 468, C. 472, S. 472. 
Minimumprevolutionseeee peer ere ..-P- 433, C. 444, S. 441. 
Average revolutions (6 hours):..........:....-. 455 
Maximum shaft horse-power......... acoocoea ° HiROyKO 
Minimum shaft horse-power.................- 95525 
Average shaft horse-power (6 hours)........... 10,405 


Steam for auxiliaries per hour........ . 22,380 lbs. 
Steam (4% priming) per shaft horse- “power per 
hour, all purposes......... soeetetstons heat 16.9 lbs. 
Steam (4% priming) per shaft horse- _power per 
hoursturbinesionlyare eerie a 14.76 lbs. 
B. T. U. per shaft horse-power per minute..... 265.9 
Coal per shaft horse-power (average of 6 hrs.).. I.5 lbs. 


A new society, known as the Institute of Metals, recently 
held its first meeting at Birmingham. This society has been ‘ 
formed for the special investigation of non-ferrous maitals 
and alloys, 


‘DECEMBER, 1908. 


International Marine Engineering 


525 


Alcohol as Fuel for Internal-Combustion 
Engines. 

The technologic branch of the United States, Geological 
Survey, under the direction of Mr. J. A. Holmes, has recently 
completed an elaborate series of tests on the relative value 
of gasoline and alcohol as producers of power. ‘The tests, 
‘over 2,000 in number, probably represent the most complete 
and exact investigation of the kind that has been made in any 
country, and includes much original research work. These 
tests were conducted at the fuel testing plant of the Geological 
Survey at Norfolk, Va., under the general charge of Prof. 
R. H. Fernald and the personal supervision of Mr. R. M. 
Strong, and show the following results in regard to the com- 
parative fuel consumption of 73 degrees specific gravity gaso- 
line and commercial completely denatured alcohol per unit of 
power. 

- Correspondingly well designed alcohol and gasoline engines, 
-when running under the most advantageous conditions for 
each, will consume equal volumes of the fuel for which they 
are designed. This statement is based on the results of many 
tests made under the most favorable practical conditions that 
could be obtained for the size and type of engines and fuel 
‘used. An average of the minimum fuel consumption values 
thus obtained gives a like figure of eight-tenths (.8) of a pint 
per hour per brake-horsepower for gasoline and alcohol. 

Considering that the heat value of a gallon of the denatured 
alcohol jis only a little over six-tenths (.6) that of a gallon of 
the gasoline, this result of equal fuel consumption by volume 
for gasoline and alcohol engines probably represents the best 
comparative value that can be obtained for alcohol at the 
present time, as is also indicated by Continental practice. 
Though the possibility of obtaining this condition in practice 
here has been thoroughly demonstrated at the Government 
Fuel-Testing Plant, it yet remains with the engine manufac- 
turers to make the “equal fuel consumption by volume” a 
commercial basis of comparison. 

The gasoline engines that were used in these tests are rep- 
resentative of the standard American stationary engine types, 
rating at Io to 15 horsepower, at speeds of from 250 to 300 
revolutions per minute, while the alcohol engines were of 
similar construction and identical in size with the gasoline 
engines. 

The air was not preheated for the above tests on alcohol 
and gasoline, and the engines were equipped with the ordinary 


Gasoline vs. 


types of constant-level, ‘suction-lift and constant-level-pressure ° 


spray carburetors. Many special tests with air preheated to 
various temperatures up to 250 degrees F., and tests with 
special carburetors, were made, but no beneficial effects trace- 
able to better carburation were found when the engines were 
handled under the special test conditions, including constant 
speed and best load. 

The commercial completely denatured alcohol referred to is 


100 parts ethyl alcohol, plus 10 parts methyl alcohol, plus one- 


half of one part benzol, and corresponds very closely to 94 
percent by volume, or 91 percent by weight, ethyl alcohol 
(grain alcohol). 


No detrimental effects on the cylinder walls and valves of 


the engines were found from the use of the above denatured 
alcohol. 

The lowest consumption values were obtained with the 
highest compression that it was found practical to use} which 
compression for the denatured alcohol ranged from 150 to 
180 pounds per square inch above atmosphere. 

Eighty percent alcohol (alcohol and -water) for use in 
engines of the present types would have to sell for at least 
15 percent less per gallon than the denatured alcohol, in order 
to compete with it. The minimum consumption values in 
gallons per hour per brake-horsepower for 80 percent alcohol 
is approximately 17.5 percent greater than for the denatured 


alcohol used or for gasoline. A series of tests made with alcohol 
of various percentages by volume, ranging from 94 percent to 
50 percent, showed that the minimum consumption values in 
gallons per.hour per brake-horsepower increased a little more 
rapidly than the alcohol decreased in percentage of pure alco- 
hol. That is, the thermal efficiency decreased with the de- 
crease in percentage of pure alcohol. This decrease in thermal 
efficiency, or increase in consumption, referred to pure alcohol, 
is, however, comparatively slight, from 100 percent alcohol 
down to about 80 percent alcohol. Within these limits it 
may be neglected in making the calculations necessary to com- 
pare the minimum consumption yalues for tests with different 
percentages of alcohol. 

The nearer the alcohol is to pure, the greater the maximum 
horsepower of the engine. The percent reduction in maximum 
horsepower for 80 percent alcohol, as compared with that for 
denatured alcohol used, was less than I percent, but the start- 
ing and regulating difficulties are appreciably increased. 

With suitable compression, mixtures of gasoline and alcohol 
vapors (double carburetors) gave thermal efficiencies ranging 
between that for gasoline (maximum 22.2 percent) and that 
for alcohol (maximum 34.6 percent), but in no case were 
they higher than that for alcohol. The above thermal efficien- 
cies are calculated from the brake-horsepower and the low 
calorific value of the fuel, which for the gasoline was 19,100 


' British thermal units per pound and for the denatured alcohol 


was 10,500 British thermal units per pound. 

As has been previously published, alcohol can be used with 
more or less satisfaction in stationary and marine gasoline 
engines, and these gasoline engines will use from one and 
one-half to twice as much alcohol as gasoline when operating 
under the same conditions. The possibilities, however, of 
altering the ordinary gasoline engine as required to obtain the 
best economies with alcohol are very limited; for the amount 
that the compression can be raised without entirely redesigning 
the cylinder head and valve arrangement is ordinarily not 
sufficient, nor are the gasoline engines usually built heavy 
enough to stand the maximum explosive pressures, which often 
reach 600 and 700 pounds per square inch. With the increase 
in weight for the same sized engine, designed to use alcohol 
instead of gasoline, comes an increase in maximum horse- 
power a little over 35 percent, so that its weight per horse- 
power need not be greater than that of the gasoline engine, 
and probably will be less. 


THE INFLUENCE OF MIDSHIP=SECTION SHAPE UPON 
THE RESISTANCE OF SHIPS.* 
BY D. W. TAYLOR, NAVAL CONSTRUCTOR, U. S. N. 

The question of the influence of the shape of the midship 
section of a vessel upon its resistance is one concerning which 
the opinions of naval architects differ a good deal. The object 
of this paper is to lay before the society information, throw- 
ing some light upon the question, obtained from experiments 
at the United States Model Basin during the past year. It 
should be pointed out in advance and carefully borne in mind 
that, though the actual area of the midship section in a given 
case may have large influence upon resistance, this is a sub- 
ject not taken up in the present paper, which deals only with 
the effect of the shape of the area, not the area itself. 

The question of shape of midship section was investigated 
by means of five types of lines, all the product of Draftsman- 
in-Charge W. T. Powell. Forty models were tried in all, their 
data being given in Tables I and II. 

Table I refers to the twenty models which had a cylindrical 
or prismatic or longitudinal coefficient (/) of .56, being thus 
rather fine-ended models. Table II refers to the twenty 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, November 19, 1908. 


526 International Marine Engineering _ DECEMBER, 1908. 
TABLE I. TABLE IL. 
Data of models of .56 longitudinal coefficient used for midship section co- 


Water-line 


Data of models of .68 longitudinal coefficient used for midship-section co- 


efficient experiments. _Mean immersed length of all models, 20.00 feet. efficient experiments. Mean immersed length of all models, 20.00 feet. Water- 
jength of all models, 20.512 feet. line length of all models, 20.512 feet. ° 
Wee. . eee: Mover DIMENSIONS. . 
Displacement] Midship-, Displace- Displacement MopeL Dimensions. | Displace- 
of Model in section ment length of Model in| Midship- ment length 
Mover No. |Fresh Water,| Coefficient Beam, Draft, Coefficient, Mopet No. |Fresh Water.| section Coefficient, 
Pounds Feet. Feet.* | Salt Water. Pounds. | Coefficient.| Beam, Draft, Salt Water. 
8860) 70 4.187 1.432 Beets ieee ts 
hl asadoedaon Sh.05 80 3.916 1.340 
Ec cccapoa.|| eel 90 | 3.692 | 1.363 | 159.6 soa aes oe go | hom | Lost 
838.......'..-. toe 1.00 3.503 1.198 SOT een 2,250 -90 2.895 .991 119.7 
842... 1.10 3.339 1.143 QO I ace baa 1.00 2 747 940 
le 3b ode .70 3.627 aa bes uae = 2518 a8 
831... aaiae 80 3.393 1.16 
835... 2,250 90 3.199 1.094 119.7 Baan ff Biets ee 
839... vee 1.00 3.035 1.038 1,500 -90 2.364 809 79.8 
843... eaae 1.10 2.893 990 a 1.00 2.243 767 
828... eae 70 2.961 1.013 ab zs 2 
832... none 8 . 76 948 2 
836... 1,500 “90 2 611 "893 79.8 ae oh pines os ae 
840... pod0 1.00 2.477 847 1,000 90 1.930 660 
844... “eres 1.10 2.361 . 808 oe 1.00 1.831 626 
329. ee 70 2.417 821 1.10 1.745 597 
SEB oon 0d0.0e gaD0 . 0 9 8 
CE M/oogdcaeesne 1,000 90 2.132 129 53.2 un ao as oie 
BaD isscnseveh ss ete 1.00 2.022 692 500 90 1.365 467 26.6 
ey aoode ned ma Brier 1.10 1.928 . 660 Soe 1.00 1.295 “443 
1.10 1,234 423 e 
*All models tested on even keel. 


models which had a longitudinal coefficient of .68, being thus 
full-ended models. The ratio of beam to draft for all models 
was 2.023. 
It will be observed that the slenderness of these models, if 
I may apply this expression, is characterized by what I call 
D 
“Displacement Length Coefficient,’ or ——————, where D 


IL, S\N 8 
( 100 
is displacement in salt water in tons and L is length on water 
line in feet. This coefficient is also the displacement in tons 


*All models tested on even keel. 


beam and draft the same percentage. The same parent lines 
were used for each longitudinal coefficient, 

The variations in fullness were obtained by shifting the 
sections fore-and-aft. Fig. 2 shows the two curves of sec- 
tional area used for the longitudinal coefficients (/) .56 and .68. 
They both, in this case, refer to a 400-foot vessel of 7,662 
tons displacement. For identical displacements as in Fig. 2, 
the actual midship-section area for the .68 coefficient is less 
than that for the .56 coefficient, but the midship sections 
themselves are similar. The similar area corresponding to 
the .68 coefficient was obtained by reduction of dimensions 


.W.L. 
- eas 
i | 
R Z 
x Ag 
1 | if 
| Hie 
{ 
av — Hien Sas 
m.=.80 H 
==—=— 33,085 ----—- > 
.W.L, 
K 


2 
—20,21/-- 


[e-=—" 25.59 ————>t 


r1G. 1.—BODY PLANS FOR 400-FoOoT, 7,662-TON VESSELS OF FIVE DIFFERENT MIDSHIP SECTION COEFFICIENTS. 


of a vessel upon the lines of the model and too feet long. 
It is a convenient coefficient to use when dealing with ques- 
tions of speed. : 

There were five separate midship-section coefficients (m) 
used; namely, .7, .8, .9, 1.0 and 1.1. Each coefficient was used 
with the two longitudinal coefficients and with four displace- 
ments or four displacement length coefficients. Fig. 1 shows 
the five types of lines for five vessels 400 feet long and of 
7,062 tons displacement, the longitudinal coefficient of each 
being .56. Change of displacement for fixed longitudinal and 
midship-section coefficients was obtained by changing both 


LONGITUDINAL COEFFICIENT .56. 


from the larger area required by the .56 coefficient. The 
method of passing from one form to another is indicated in 
the figure. Thus at station 33 the area required for the .68 
coefficient vessel is 582 square feet. This area is 582 + 987 
or .590 of the midship area of the .68 coefficient vessel, which 
is 987 square feet.. The midship area of the .56 coefficient 
vessel is 1,198 square feet; .590 of this 707 square feet, which 
is found at station 30, hence the section at 33 on the .68 ship 
is the section at 30 on the .56 ship reduced in size from 707 
square feet to 582 square feet, both beam and draft being re- 
duced in the same proportion. 


DECEMBER, 1908. 


International Marine Engineering 


927, 


Taking up now the relative resistances, these may be con- 
sidered under two heads; namely, frictional resistance and 
residuary resistance, the latter being mostly wave making. 
The frictional resistance is assumed to depend only upon the 
The wetted surface is very conveniently. ex- 


wetted surface. 


and the full-ended ships. Above this coefficient the wetted 
surfaces are slightly less for the fine-ended ships, and below 
this coefficient they are slightly less for the full-ended ships. 
’ Coming now to the question of residuary resistance, Figs. 
5 and 6 give forty curves of residuary resistance obtained 


q. ft. 


te 


=} 


~w 


Scale for whole areas in 


re 
@ 
— 
oa 


FIG. 2.—CURVES OF SECTIONAL AREAS OF 400-FooT, 7,662-TON VESSEL FOR LONGITUDINAL COEFFICIENTS .56 AND .68. 


pressed by a formula in a paper by me to be found in Volume 
I (1903) of the transactions of the society; namely, S = C 


V DL where S is the wetted surface in square feet, C is the 
coefficient, D is the displacement in tons in salt water, and L 
is the mean immersed length in feet. 

Figures 3 and 4 give curves of wetted surface coefficient 
deduced from calculations for the forty models and plotted 
upon midship-section coefficient in each case. Fig. 3 refers 
to the longitudinal coefficient of .5€ and Fig. 4 to the longi- 
tudinal coefficient of .68. The four curves of each figure 
refer to separate values of displacement length coefficient as 
indicated. 

It is seen that, broadly speaking, there is in each case a 

*minimum wetted surface which occurs for midship-section 
coefficient a little above .go in the case of the fine-ended 
models, and a little below .90 in the case of the full-ended 


. 


1.63 

xi | ean | ise 
1.60 

nial Se ey a 
1.58 

(= 119.7. Scat . 


i, 
a 
Scale for Wetted Surface Coefficient 


| 79.8. 
= 53.2. 


70 80 90 1.00 1.10 
“ Scale for Midship Section Coefficient 
FIG, 3.—CURVES OF WETTED-SURFACE COEFFICENTS. LONGITUDINAL 


COEFFICENT .56. 


oS 
i 


Surface 


Coefficient 


a 
=) 


Scale for Wetted 


Scale for Midship Section Coefficient 
FIG. 4.—CURVES OF WETTED-SURFACE COEFFICIENTS. 
COEFFICIENT .68. 


LONGITUDINAL 


models. Very fine midship section and very full midship sec- 
tion both involve an increase of wetted surface, but since, in 
practice, midship-section coefficients greater than unity are not 
used, the practical conclusion to be drawn from Figs. 3 and 4 
is that for midship-section coefficients between .85 and 1.00 
there is little variation of wetted surface due to the midship- 
section coefficient alone. For very fine midship sections, as .7 
for example, there is an appreciable increase in wetted sur- 
face and a corresponding increase in frictional resistance, al- 
though this increase is not serious. In passing, it may be 
remarked that a comparison of Figs. 3 and 4 will show that 
for midship-section coefficient about .84 the absolute wetted 
surfaces are almost identical both for the fine-ended ships 


from the forty models tried. These curves are plotted not on 
actual speed or in terms of actual resistance, but upon the 
V 
and with resistance expressed in 

Wi 
pounds per ton. This means that they are applicable, regard- 
less of size. It will be seen that, broadly speaking, within 
the limits of practicable speed, the residuary resistance is 
less the greater the midship-section coefficient. 

For Fig. 6 (longitudinal coefficient .68) the residuary re- 
sistance is less at all speeds, with almost no exception. For 


speed-length ratio 


a 
So 
a 
S 

6 


=159. 


90 _|80 


119.7 
D 
L 
on)® 


ao 
o 
a 
8S 
for] 
So 
= 
i 
=) 
¢ 


9.8 
zit} 
i} L 
i Gs 


_ 
°. 
a8 
s 
Scale for R' per ton of displacement for, 


D 


c= 
oS 


3 
)303.2 

i 

a 

S 


| 
ment fo 


Lt) 
ABS 


h 


place 


ao 
o 


100 
ement for (;4,)3 


o 
o 


lf 
Scale for Ry per ton of displacement for ( 


c 
of dis, 
| 


n 


Mil 
o 
_ 
o 
w w 
o oOo 
Scale for R» per ton 
ee w 
o o 


=i 


ry 
o 
ce) 
oO 


1 


1,10 


i] 
Co 


Ww 
Co 
Scale for Ry per ton|of displa 


= 
= 
f=) 


i] 
o 
le 
o 
o 


10_ (0 


wo oO 


GB af fs dd) TO Get py Bs IG ats ayy YE 


Scale for speed-length ratio ave 


VL 


5.—CURVES OF RESIDUARY RESISTANCE PER TON OF DISPLACEMENT. 


LONGITUDINAL COEFFICIENT .56. 


FIG, 


the curves of Fig. 5 (longitudinal coefficient .56), at speeds 
below the speed-length ratio of from 1.1 to 1.2 the large mid- 
ship-section coefficients have the advantage. Above this point 
in Fig. 5 the results are somewhat confused, but, as a general 
thing, the finer the midship-section coefficient the less the re- 


sistance. It should be borne in mind, however, that these 


528 


International Marine Engineering 


DECEMBER, 1908. 


higher speeds are beyond the speeds obtained in practice by 
vessels of this type. For such high speeds the longitudinal 
coefficient of .56 is too small and, while .68 is rather high, it 
is closer to the best coefficient than .56. It will be found, for 
instance, that at the highest speeds the resistances for the 
same yvalués of displacement length coefficient are less in Fig. 
6 than in Fig. 5. ‘ 

Figs. 3, 4, 5 and 6 deal with separate elements of resistance. 
As expressing more definitely concrete results, curves of total 
effective horse-power as estimated from the experiments, for 
a large vessel of .56 longitudinal coefficient and for a small 
vessel of .68 longitudinal coefficient were plotted. Five curves 
corresponding to the five midship-section coefficients were 
made in each case, and it is seen that here, too, the large 
coefficients have a little the best of it. 

A natural tendency is to associate fineness with speed and 
to suppose that a fine midship section is favorable to speed. 


90 |80__|70 


aa 
IS 


119.7 


Gi) 


nt for ( 


79.8 
o} 


L 
Tod. 


oO 
=) 
a 
Oo 
> 
=, 
or 

|\o. 


53.2 
ro al 


a) 
SID] 
ats 


2216 


me) 


ort 
=} 


ceme 


(1, 
on 
ro) 


Gin)? 


lacement for; ( 


a 
tr) 

SP. 
rs 
S 


oe 
|\o 


au 
i) 
|S 
of displa 


Scale for Ry per ton of displacement for G 


joo 
Ss 


r ton, 


aie 


Scale for R, pe 


loo 
oS 


wo 
Co 
8 


r per.ton of di 


| 


Scale for R. per ton|of displacement for t)3 


wo 
Io 
for R 
iw 
Co 


Scale 


| 
| 
| 
| 
| 


| 10 : | | 
p23 A a5) 6 ol di) EOS 122 eee See ee te ee eS 
Scale for speed-length ratio 
)§ g OTE 
6.—CURVES OF RESIDUARY RESISTANCE PER TON OF DISPLACEMENT. 


FIG, 
| LONGITUDINAL COEFFICIENT .68. 

_The results of experiments with the forty models laid before 
you in this paper show that, as regards these models, fineness 
of midship section is by no means favorable to speed, and 
furnish a presumption that, for vessels generally of ordinary 
types, it is not favorable to speed. Of course it cannot be 
‘claimed that the forty models tried cover the whole possible 
field. For instance, I hope to have an opportunity to make some 
‘experiments on this subject where, instead of varying both 
beam and draft to obtain variation of midship-section co- 
efficient, draft is varied and beam not changed. It seems rea- 
sonable to conclude, however, that the shape of the midship 
section has a comparatively minor influence upon the speed, 
and that the midship-section coefficient may range from .85 
to I, with very little effect upon speed, and may be made as 
low as .70 without a material increase in resistance. 

A reasonable explanation of the results I have laid before 
you may, I think, be deduced from an inspection of Fig. 1. 
It is seen that the fine midship sections are associated with the 
large dimensions, This is necessarily the case when we sepa- 


rate the question of midship-section coefficient from the ques- 
tion of midship-section area, If area is constant, smaller 
coefficients must mean larger dimensions. For instance, keep- 
ing the area of midship section constant for the vessels of 
Fig. 1 and passing from the extreme midship-section coeffi- 
cient of I.1 to .7, we increase the draft from 19,3 to 24.2 feet 
and the beam from 56.41 feet to 70.73 feet. Increased beam and 
draft mean increased disturbance of at least a portion of the 
water through which a ship passes. 

The results of the special series of experiments on this 
subject are in full accord with our general experience at the 
Model Basin. Among the very large number of model experi- 
ments we have made, we have had no results indicating any 
material influence of shape of midship section upon resistance. 
For vessels of extreme types and extraordinary speeds there 
may be great virtue in some special form of midship section— 
yet to be discovered—but our general model-basin experience 
and the special experiments described above appear to. warrant 
the conclusion that for vessels of usual types and of speeds 
in knots no greater than twice the square root of the length 
in feet, the naval architect may vary widely midship-section 
fullness without material beneficial or prejudicial effect upon 
speed. 


STEAMSHIP ENGINEERING ECONOMIES. 
BY A MARINE ENGINEER. 

In these days of fierce and, in many cases, foolish com- 
petition, no occupation feels the effect of this stress more 
than the shipping industry, especially as it applies to our sea- 
borne freight-carrying trade. It therefore behooves all those 
interested in the country’s welfare, and particularly those con-’ 
cerned in the shipping trade, to put forward every effort to 
keep working costs down to a minimum. 

Taking, for example, the case of a steamer after it has 
left the home port, the shipowner or his representatives prac- 
tically lose all control over the vessel, and must of necessity 
leave it entirely in the hands of the ship’s crew, from the 
captain downwards. While admitting that the captain of a 
ship can save a good deal of money to his owners by taking 
the shortest and safest course between two ports, and also 
by seeing to it that he gets as quick a discharge for his cargo 
as possible when in port, it must also be allowed that a good 
deal of the economical running of a ship depends upon the 
care and efficiency with which the engineering staff of the 
boat carry out their duties. It may, therefore, be worth while 
going over a few of the points in which engineering economies 
may be made in marine practice. 

Economies in the steamship, as in other branches of engi- 
neering operations, begin with the boiler plant, and unless this 
part of the ship has the utmost care of the staff a great deal 
of expensive steaming will be the result. In the first place, 
the boilers ought to be kept as free from scale and dirt as 
possible. This can be done effectually and well by periodically 
cleaning them externally and internally, and by the use of an 
evaporator for treating the make-up water required for the 
boilers. The use of a feed-water heater would also be of 
great advantage in tending to cause the water to deposit any 
foreign matter in the heater where it can be easily blown off 
instead of letting it get into the boiler, where a complicated 
cleaning process is necessary. A certain kind of efficient boiler 
compound is also very useful in removing scale from boiler 
surfaces and in the prevention of corrosion. As, however, 
the writer holds no brief from the makers of this compound 
its name need not be stated, although he has used it with 
advantage in a number of boilers where scale and corrosion 
were very troublesome. Another» simple and effective method 
of preventing corrosion is to apply a wash of Portland cement 
to the boiler plates. This prevents any acid compound in the 
feed water from attacking the iron of the plates. ; 


DECEMBER, 1908. 


International Marine Engineering 


529 


A saving in coal consumption can be made by the use of a 
superheater, It is well known that a saving up to Io percent 
can be effected by this means, and in the writer’s opinion 
nothing much can be gained by using steam in a reciprocating 
engine at a higher temperature than 450 degrees. By placing 
the superheater at the root of the funnel and allowing the 
escaping gases from the boiler to pass round it, a sufficiently 
large saving is the result to warrant the capital expenditure on 
the superheater to be made. It should hardly be worth men- 
tioning, except for the lamentable failures sometimes found 
on board ship, that all boiler connections should be kept in as 
good condition as possible, especially the blow-down and 
scum cocks. 

The fire should be very carefully attended to. One of the 
chief points of supervision should be to make sure that the 
fireman takes as short a time as possible in cleaning fires. 
He should also be instructed to keep as even and moderately 
thick a fire as possible. In a natural draft stokehold, for 
example, fires from 4 inches to 4% inches are usually the best 
practice. It is a common occurrence for firemen to fill up their 
fires as much as they will hold, in order to enable them to 
get a longer idle spell, and it is extremely difficult to get this 
class of man to desist from this bad habit. Probably, how- 
ever, a little encouragement in the form of a bonus given to 
the men who keep the best fires will go a long way towards 
leading to more economical coal consumption. The firemen 
should also be very carefully taught the use of the dampers, to 
allow the proper amount of air to pass into the furnaces, in- 
creasing the percentage of carbon dioxide in the furnace 
eases. Assuming that the boilers were in the first place well 
designed, the efficiency maintained in the stokehold of a ship 
would be very high if the foregoing points were carefully 
attended to. 

We now come to the consideration of the engine room, the 
first point of interest being the main engines. The piston, 
packing rings and valves of these engines ought to be main- 
tained in as good a condition as possible. A very fruitful 
source of trouble and expense is found in the heating of the 
bearings on the crank pins and also in the main bearings, thus 
causing a stoppage or slowing down of the engines. This 
trouble could be almost entirely obviated, assuming that the 
bearings had been designed with liberal bearing surface, 
either by a more careful regulation of the oil supply or by the 
provision in the bearings of properly constructed oil channels. 
In the writer’s experience with two sets of quadruple expan- 

_ sion engines of very large horsepower, a great deal of trouble 
and stoppage was caused on the first voyage by the heating of 
the crank pin bearings, notwithstanding the fact that the 
engines were built by a firm of high-class engine builders. On 
arrival at the home port all of the bearings were taken apart 
and thoroughly examined. The white metal was found to be 
of good quality, and oil channels were provided in the bearing 
metal. It was, however, considered that these oil channels 


were not all that could be desired, and they were further’ 


altered by being cut, as shown in the sketch, the channels 
being made &% inch deep by % inch broad, and well rounded at 
the edges. This was done to both the crown and bottom 
brasses, and, apparently, this cured the trouble, because the 
bearings worked perfectly cool on the next trip. 

In marine work the oiling system as arranged for the usual 
reciprocating engine is. far from being perfect. In most cases 
it consists simply of a box filled with oil fitted to each bear- 
ing, the lubricating action being dependent on the capilliary 
effect provided by the siphons. A much better arrangement 
would be to have the oil tank placed above the top grating in 
the engine room, and fastened to the bulkhead; the bearings 
would then be fed with oil at a pressure corresponding to the 
height between the tank and the engine bearings, The crank 
pits of the different engines could be semi-enclosed, which 
would prevent loss of oil, and made watertight in order to 


prevent the bilge water from mixing with the oil; such oil 
and water as collected in the crank pits could be led by pipes 
into a tank made in the form of a combined cooling tank and 
filter, placed in the same position as the engine room ballast 
tank. This tank could be fitted with two fine gauze screens, of 
different mesh, to catch any impurities in the oil, and the 
lubricant could then be pumped through two or three coils of 
tubes on its way back to the storage tank at the top of the 
engine room. A portion of the circulating water for the con- 
denser could be used for the purpose of cooling the oil, and 
the cost would not be much greater than that of the systems in 
vogue at the present time. In any case, it would more than 
repay itself for any extra outlay in the smoother running of 
the engine and decreased number of hot bearings. One 
greaser would be able to look after a larger amount of the 
plant, as he would have little or nothing to do with the ex- 


SKETCH SHOWING ALTERATION OF OIL CHANNELS IN CRANK-PIN BEARINGS. 


ception of swabbing the rods. In large ships carrying more 
than one greaser per watch a saving of a greaser’s. wages 
would be found possible. 

Another source of economy would be found in the use of 
metallic packing on the piston rods of all the engines, as this 
class of packing requires very little lubrication and adjusts 
itself very readily to the working position of the piston rod. 
In the writer’s experience the rod has been out of line to the 
extent of 3/16 inch, and yet the packing has worked perfectly 
satisfactorily. Moreover, the up-keep of this type of packing 
is very small. The writer has known it to run for four years 
without being looked at, and at the’end of that time the only 
refitting necessary was that one of the rings had to be re- 
filled with white metal. After an experience of ten years 
with this packing the writer may say that he has not once had 
to stop an engine owing to trouble with the packing after it 
had been properly fitted and adjusted. It may possibly leak 
a little for a day or two after being fitted to the gland until 
it becomes bedded on the rod, but after this it will remain 
perfectly dry. 

In large vessels the auxiliary plant forms a very considerable 
part of the total horsepower of the ship and requires a con- 
siderable amount of attention in up-keep. In the case of re- 
ciprocating engines, where the air and circulating pumps are 
driven from the intermediate pressure engines, this is found to 
be a most economical arrangement, but in the case of large 
ships the circulating pump is usually driven by an independent 
engine. A much better method of driving this would be by 
means of an electric motor, and where the bilge pumps are 
driven by a separate engine a motor would also be an adyan- 
tage in place of the steam engine. Deck pumps and smaller 
auxiliary apparatus should also be run electrically, and this 
could be easily and cheaply arranged, as most of the modern 
ships have an electric plant on board for lighting. This plant 
could be increased in size for comparatively small capital 
cost to enable it to take the load of these extra motors. In 
most ships the electrical generating plant has to run for 24 


Xe) 


International Marine Engineering 


DeceMBerR, 1908. 


hours per day, with often an output of not more than 10 
percent of the full load of the machine. By having the pump 
load in addition to the small day lighting load, the output of 
the machine could be increased to something like its full load, 
which would increase the efficiency of the machine and reduce 
the running costs very considerably.. Moreover, as a stand-by 
set is usually provided this could be run for peak loads in the 
evening, and this would not only increase the economy of the 
engine room in steam consumption, oil, repairs and attendance, 
but space and weight would also be reduced, giving a greater 
margin for the carrying capacity of the ship. 

It will now be interesting to consider the deck plant, such 


which have taken up the electrical system of driving, and 
which run continuously day and night without any trouble. 
One has only to look at the progress which is being made 
evety day in the electric driving of fans and pumps in large 
collieries throughout the country to understand how reliable 
the electric plant has become, inasmuch as many hundreds 
of men are dependent upon the uninterrupted operation of 
these essential parts of a mine equipment. Manufacturers’ 
representatives do not push this part of the field for electric 
plant as keenly as they might do, and a good deal of work is 
waiting for the firms who can successfully take up the work 
of equipping our mercantile marine. 


1.B. 


FIG. 1.—CURVES OF SECTIONAL AREAS. 


as the capstan, steering engine and engines in the case of 
winches driven by steam. There is, first of all, the long length 
of steam pipes which have to be carried from one end of the 
ship to the other, with valves scattered here and there, and 
the consequent loss due to condensation and radiation of heat. 
In addition to this there is the leaky joint, which is almost 
inseparable from this class of work and which deteriorates 
the wood planks composing the decks very rapidly. Again, the 
uneconomic winch engine itself very frequently has its cylinder 
quite uncovered with the exception of a coat of paint. It 
usually boasts of a leaky stop valve and slide valves; there is 
general heavy wear and tear on the brasses of this very useful 
but uneconomical machine, and lastly, but by no means least, 
there is the hideous noise made by its gearing. By having 
these machines driven by electric motors, no unsightly and 
leaky steampipes would -be seen, wear and tear would be 
materially reduced, and noise, with its consequent misunder- 
standings between the men in the hold and those on deck, 
would be abolished; and also the saving in steam would be 
very large. Supposing, however, that a motor drive cannot 
be applied to a ship which has a steam winch, it should at least 
be arranged so that the exhaust steam of the winch engine 
would be utilized to heat the feed water of the main boilers 
by means of an exhaust feed heater. The steering engine 
would be replaced by a motor working with a reduction gear, 
and the capstan could be dealt with in precisely the same way. 
When ash expellers are not installed a motor could be in- 
stalled for hoisting up the ash from the stokeholds. 

In a number of the modern liners some of the improvements 
suggested above have, of course, been adopted, but the 
majority of ships still have a long way to go in adopting more 
economical methods of driving their auxiliary plants. Prob- 
ably this conservatism is largely due to the fact that the con- 
sulting engineers of these ships have had little or no experi- 
ence with electrical machinery and are afraid to recommend 
its use in vessels under their supervision. The idea seems to 
have become fixed in their minds that electric motors are not 
so reliable as a steam plant, but this feeling ought to be driven 
from their minds by inviting them to investigate for them- 
selves the amount of electrically-driven auxiliary apparatus 
which is used in all our large electric generating stations 
throughout the country. Moreover, it should be remembered 
that there are numberless large manufacturing industries 


FURTHER EXPERIMENTS UPON LONGITUDINAL DIS-= 
TRIBUTION OF DISPLACEMENT AND ITS 
EFFECT UPON RESISTANCE.* 


BY PROFESSOR HERBERT C. SADLER. 


In a paper read before the society last year the results of 
some experiments upon resistance as affected by distribution 
of displacement were given for one form of .73 block co- 
efficient. Simce that time similar experiments have been car- 
ried out upon the same general lines, for finer and fuller 
forms, the particulars of which, including those of last year 
(F7), are given below. 

PARTICULARS OF MODELS. 


L B L COEFFICIENTS. 
Series No. — Fi — 
Block. Prism. Midship. 
F6 (1) 8 2.142 17.142 6533 . 6778 -9638 
F7 8 2.142 17.142 . 733 .760 - 964 
F8 8 2.142 17.142 855 U869) - 984 
The curves of sectional areas are shown in Fig. 1. In each 


case the same general idea has been followed, viz., the di- 
mensions, displacement and coefficients have been kept con- 
stant for each series and the distribution of displacement 
modified by altering the curve of sectional areas. In the 
models where a parallel middle body was used, this was held 
rigidly for the distance shown on the curve of sectional areas, 
and was therefore “actual parallel middle body” and not 
“Virtual middle body.” The general shape of the sections was 
also kept constant. The various models were tried at three 
different drafts and some at different trims, but those for the 
maximum draft only are given, as the resistance curves for 
the other drafts follow the same general form. 

The fine bow and stern accompanied by parallel middle 
body are marked 1B and 1S, and the.fuller bow and stern 
with no middle body, or, in the case of the fullest type, a 
reduced middle body 2B.2S. Combinations of the two, such 
as the fine bow with the full stern, are distinguished by the 
letters 1B.2S. In each case four models were made repre- 
senting all the combinations possible with the given curves 
of sectional areas. 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, November 19, 1908. 


DercEMBER, 1908. 


International Marine Engineering 


531 


Dealing in the first place with the fullest form F8, it will 
be noticed that there is not much scope for very great va- 
riation in form owing to the shortness of the ends. In the 
models tried, the difference between the two extreme forms 
is represented by an increase of Io percent in length of 
middle body. The curves of residuary resistance per ton of 


Seeeee! 
Eee 


5 


FIG. 2.—CURVES OF RESIDUARY RESISTANCE PER TON OF DISPLACEMENT FOR 
MODEL I°6. 


displacement are shown in Fig. 3 for the various combina- 
tions of bows and sterns, and the comparative results in the 
following table: 

COMPARATIVE RESIDUARY RESISTANCE. 


V 
Se 1B.1S. 1B.2S. 2B.1S 2B.2S. 
WV ib 
5 100 80 84.5 56 
155 100 77.7 79.0 50.6 
‘6 100 74 72 53.0 


The form with the fine ends and longer middle body is de- 
cidedly the worst, while that with the shorter middle body 
and fuller ends is the best. .Between the combinations of ends 
there is little to choose. The results for this form are there- 
fore the opposite to those obtained for the finer forms, but 
the explanation of this is probably as follows. Owing to the 
shortness of the ends it is possible to obtain only a very short 
length of line at the extreme end, which can be reduced in 
fullness. This reduction must be immediately followed by an 
increase and, consequently, a rather abrupt shoulder where 
the lines run into the middle body. In fact, in the form with 


FIG. 3.—CURVES OF RESIDUARY RESISTANCE PER TON OF DISPLACEMENT FOR 
MODEL F8. 


the finer ends, the length could be reduced about 2 percent at 
each end by “snubbing,” with little or no effect upon the re- 
sistance. It will also be noticed that although the angle of 
entrance at the extreme end is much less in the form with 
the fine ends, the real mean angle of entrance over, say, one- 
half of the fore or after body, is actually less in the form 
with the fuller ends. 

_ Reference to the wave profiles for the different forms shows 
what happens at the ends, and explains some of the difference 
between the resistance curves for 1B.1S and 2B.2S. At al- 
most any speed there is a marked secondary bow wave in the 
forms with the fine ends, at the point where the fore body 
begins to run into the middle body. The two forms of stern 


show somewhat the same effect, a marked hollow occurring 
in the fine stern type, in about the same relative position from 
the stern. 

Referring now to the finer form F6, the curves of sectional 
areas marked 1B.1S and 2B.2S represent the various modifi- 
cations in the different models; the form with the fine end 
having 20 percent, and that with the full ends no middle body. 
The curves of residuary resistance are shown in Fig. 2, and 
the comparative results in the following table: 

COMPARATIVE RESIDUARY RESISTANCES. 


V 2B.1S. |  2B.2S. 1B.1S. | 1B.2S. 
Sit | 

WE 100 86.5 (BG | 64.5 

aS 100 87.6 Ge | 63.5 

85 100 g1.2 717 69.5 
: i 


In this case the form with the full bow shows a marked 
inferiority to that with the fine bow, within the range of 
speed suitable for this form. At higher speed-length ratios 
the somewhat easier form represented by 2B.2S seems to 
show up a little better than the one with the finer bow. The 
fuller and easier after-body also seems better than the finer 
form. On the same basis of curve of sectional areas in the 
above series, two more models were made, but of greater 


Eeuee\a 
: 
Bs “ 


be 


FIG. 4.—CURVES OF RESIDUARY RESISTANCE FOR MODELS F6 (1, 2 AND 8). 


beam. No. 2 had exactly the same curve of sectional areas 
as No. 1, the beam only changed. In No. 3 the same beam 
was taken as No. 2, but the area of the midship section was 
increased to compensate for the reduction of displacement, due 
to cutting away the form between sections 3 and 5 (Fig. 1). 
Nos. 1 and 2 have therefore the same prismatic, but different 
block coefficients, while Nos. 2 and 3 have the same block but 
different prismatic coefficients. The lines at the extreme ends 
in all cases are the same. 
TABLE OF PARTICULARS. 


IE B It 
No. = = = Block. Prism. Midship. 
B d d 
F6.1 8 2.142 17.142 6533 .6778 9638 
F6.2 7.272 2.142 17.142 .594 .6778 874 
F6.3 7.272 2.142 17.142 594 664 895 


The curves of residuary resistance are shown in Fig. 4, and 
the comparative results in the following table: 
COMPARATIVE RESIDUARY RESISTANCES. 


v | 

7 F6.1 F6.2 F6.3 
V/A 

8 100 96 96 

85 100 95.4 . 92.3 

9 100 92.3 81.2 


Up to a speed-length ratio of .8 there is very little to choose 
between the three forms, but above that speed the effect of 
widening and fining the midship section is apparent by com- 
paring curves I and 2. By reducing the prismatic coefficient 


532 


International Marine Engineering 


_ DECEMBER, 1908. 


still further, as in No. 3, there is a further reduction in re- 
siduary resistance. In fact the curve of sectional areas of 
No. 3 has all the good and none of the bad points of Nos. 1 
and 2, the ends being fine and the lines towards the middle 
of a gradual character with no sudden change. 

In practice, especially where the mold system is used, it 
is of advantage from a builder’s point of view to have as 
much parallel middle body as possible. In the above series 
and in those given last year, this point has been kept in view. 
The three series, F6, F7, and F8, represent a range of models 
of .6 to .85 block coefficients. 

An investigation of the curves of residuary resistance shows 
that in the first place it is of decided advantage to use a 
parallel middle body and a fine bow up to forms with about .8 
block coefficient. Beyond that degree of fullness, the reverse 
is true, owing to the reasons discussed above. 

There is no doubt that further improvements in perform- 
ance may be obtained by fining the bilge diagonal, especially 
in the neighborhood where the parallel middle body joins the 
ends. In such cases, however, although there would be a 
virtual middle body, the actual middle body would more or 
less disappear. Further experiments upon this point are now 
under investigation. It may be of interest to note that in all 
the forms tested, where the ends were fine and accompanied 
by a somewhat abrupt change to the parallel middle body, the 
resistance at very low speeds always appeared to be higher 
than in those where the ends were fuller and the forms more 
eradual. 

In any form there seems to be a certain combination of 
fineness of waterline forward and curve of sectional areas 
which will give the best result. In other words, in the neigh- 
borhood of the waterline it is of advantage to keep the form 
fine, but at some distance from the bow, there is what might 
be called a “governing section” to the form, which section 
should not be too full on the diagonal. Reference to the 
stream lines around models which were shown by Mr. Taylor 
last year, seems also to bear out the foregoing. 

As a further illustration of this point, in the model of the 
F6 series with the full ends and no middle body (2B.2S), the 
same curve of sectional areas was held, but the fore body 
changed by fining the waterline and club footing the sections 
forward. The result at speed-length ratios of .75 to .85 was 
a diminution of the residuary resistance of about 9 percent; 
while in the form with the still finer waterline forward 
(1B.2S) the average over the same speeds was about 25 per- 
cent. 

So far as the after-body is concerned, the most advanta- 
geous form appears to be one where the curve of sectional 
areas is of an easy character somewhat full on the waterline, 
and with an easy bilge diagonal. 

The influence of shape of section upon the resistance when 
the curve of sectional areas remains the same, has not, how- 
ever, been investigated, but some experiments are being made 
upon this point and will be submitted at a later date. 


Speed in Warship Construction. 

Few people realize when considering the noteworthy record 
which has just been made in launching the battleship North 
Dakota, 60 percent complete, in a period of ten and three- 
quarter months, that one of the oldest vessels in the United 
States navy was on the stocks nearl fifty years from the time 
of laying the keel to the time of launching. In 1817 the keel 
was laid at the Portsmouth (N. H.) navy yard for an 84-gun 
ship of the line, named the Alabama. ‘This ship was not 
launched until 1864, when she was hurriedly completed for 
service in the Civil War. Also of six double-turreted moni- 
tors authorized in 1886-1887, with one exception, from seven 
to twelve years elapsed between the laying of the keel and 
the launching of the vessel. 


A NEW GAS=ENGINE CYCLE. 
BY ROBERT MILLER, 

While investigating the subject of internal-combustion en- 
gines, the writer was impressed by the lack of agreement 
between the axioms laid down by Beau de Rochas in 1862 and 
his cycle brought to a working basis by Dr. Otto. Briefly, 
these axioms are: 

1. Highest possible pressure at beginning of stroke. 

2. The maximum speed of expansion. . 

3. Expansion to the lowest possible pressure. 

4. The maximum cylinder volume with minimum wall space. 

The present two and four-cycle engines fall short of these " 
ideals for the following reasons: 

1. The highest possible pressure for a given compression is 
not reached, because of imperfect scavenging. 

2. The speed of expansion is limited to the piston speed, 
which must be kept down for mechanical reasons. In this 
respect the “free-flying piston” engine is ideal, but out of the 
question for modern service. 

3. Expansion is not carried very far; pressures as high as 
60 pounds per square inch are often rejected to the exhaust. 

4. Maximum yolume with minimum surface is counteracted 
by excessive wall cooling, made necessary by pre-ignition con- . 
ditions and charge reduction. 

To approach nearer the ideal, the writer devised the fol- 
lowing cycle: 

1. The entire cylinder, with clearance, is scavenged by an 
excess of pure, cold air, which therefore gives a higher -in- 
itial pressure. 

2. During the expansion stroke the combustion cylinder is 
connected to a larger supplemental cylinder with piston, so 
that the speed of expansion shall be faster than that with the 
smaller cylinder alone. 

3. The supplemental cylinder brings the expansion to a low 
terminal pressure. 

4. Cooling is required only for the purpose of lubrication, 
the fuel component being added during the compression stroke 

The design of an engine embodying these features allows 
also some other very desirable ones: self-starting, reversing, 
double acting, etc., as treated more fully below. 


DESCRIPTION OF THE CYCLE. 

Referring to the drawings, we shall go through a complete 
cycle in one cylinder, the drawing showing a single-crank 
double-acting engine. Assume that in the clearance space a 
(upper cylinder) an explosion is about to occur. At that 
momen the valve b, being open, establishes communication 
between the combustion chamber a and the supplemental ex- 
pansion chamber c (whose area is twice that of a), the valve 
d being closed. The result is that the force of this explosion 
is expended in the cylinders a@ and c, so that the expansion 
will be very rapid, and as the piston reaches the end of its 
stroke the volume of the combined cylinders a@-and c will be 
three times greater than that of a alone. The expansion must 
then have been carried down to about 5 pounds to the square 
inch pressure, with the result that, due to the rapidity of the 
expansion, little heat has passed through the cylinder wall. ~ 

While the differential piston was moving in this direction, 
having on one side the explosive impulse, on the other side it 
was compressing (to a slight degree) the pure air contained 
between it and the head; in the lower cylinder, of course, the 
crank case is used for this preliminary compression. As the 
differential piston nears the end of its stroke the valve d will 
open so that the remaining pressure in the cylinders a and c 
will escape through the exhaust port in this valve. As this 
pressure dies away, the slightly compressed air on the other 
side of the piston comes up through the connecting pipé, 
through the body of the valve d, and out through the ports g. 
As the pure air emerges from ports g it traverses the body. of 
the cylinder and clearance a, goes through the valve b, the 


DECEMBER, 1908. 


International Marine Engineering 


533 


chamber c, and discharges through the exhaust port of valve d. 

The piston now starts on its return stroke. Valve b closes 
and the pure cold air in a will be compressed for the next im- 
pulse, the fuel being added during this stroke. While this new 
charge is being compressed, the supplemental chamber c is ex- 
pelling its contents through the exhaust port in valve d, and 
the other side of the piston is drawing in a new charge of air, 
as in the ordinary two-cycle engines. 

Just before ignition occurs valve d is closed and valve b 
gradually opened. As ignition occurs the cycle repeats. 

To illustrate the increase in expansion speed, assume a 
piston speed of 900 feet per minute and a stroke of 12 inches. 
The ordinary cylinder will expand its charge from, say, 300 
pounds to 45 pounds per square inch in one stroke, or in 
1/900 minute. The Miller cycle expands the same charge, 
between the same limits, in one-third of 1/900, or 1/2700 


| Preliminary Compression 
| Chamber for Scavenging 
i Air, 


Inlet to 
Preliminary 
Compression Chamber 


il 
hs) 
1 


ZAP 
IK 


LLZZZZZZZZZL 


q 
bo 


Preliminary 
ompression Chambe' 
for Scavenging Air 


a 
SECTION R-S 


minute. This method of increased expansion differs widely 
from the two commonly attempted. The true compound gas 
engine (two-stage expansion) fails because of the low specific 
heat of the working fluid, the transference of highly-heated 
gases through small ports and valves, which must be kept cool 
to insure durability, and the enormous amount of cooling sur- 
face in the high and low-pressure cylinders. 

The other method of using a small charge (cut short on the 
suction stroke or expelling some on the compression stroke) 
involves a long stroke, and what is gained by increased ex- 
pansion is lost by increased time of contact with water-cooled 
cylinder walls. 

The gain with the Miller cycle in fuel economy and in light- 
ness will be due to the conversion of more heat into work 
during the expansion stroke, instead of being wasted through 
the cylinder wall and the exhaust, the increased charge weight 
and mean effective pressure, because the new charge is pure, 
cold air at atmospheric pressure, and the addition of the fuel 
during the compression stroke. 


The chief difficulty with the two-cycle engine is the time 
element, giving imperfect scavenging. In the large 1,000- 
horsepower European engines of this type it is usual to con- 
sider that scavenging commences at the outer dead center, be- 
cause as the exhaust ports open the gases do not drop to 
atmospheric pressure instantly. The scavenging commencing 
at dead center, much yaluable time has been lost, as this is the 
slow period of the stroke. With the Miller cycle, however, 
the results are vastly different. The pressure of the gases 
being brought down to a low point by the expansion cylinder, 
as the exhaust port opens, very little pressure drop is neces- 
sary before the scavenging charge enters. The result is that 
while the piston is approaching dead center, turning dead 
center, and returning to close the air port scavenging is going 
on. This large increase in the available time, so important 
with two-cycle engines, is of the greatest advantage. 


12) 


SECTION L-M 


SECTIONAL VIEWS OF THE MILLER SINGLE-CRANK, DOUBLE-ACTING GAS ENGINE. 


Air cooling for marine service appears quite radical. But 
it can be shown that for medium-sized engines the internal 
cooling, as used here, is sufficient; whereas, for larger sizes 
the exterior portions could be cooled by the use of air jackets, 
through which a large volume of cold air could be drawn by 
an ejector operated by the large volume of the exhaust. 

The internal cooling is, of course, due to the combined 
action of the method of scavenging and the lower wall tem- 
perature resulting from the mode of expansion. Other cycles 
hold the high temperatures so much longer that the heat flow 
‘into the walls must be much greater than with this cycle. 
Dugald Clerk has shown, experimentally, with a four-cycle 
engine that during the exhaust as well as during the compres- 
sion stroke heat flows to the jackets. With the Miller cycle 
it is safe to assume that with the lower wall temperaures, re- 
sulting from the simultaneous expansion feature, the cold 
scavenging charge will prevent the head of the piston from 
accumulating too much heat, will chill the interior surface of 
the cylinder bore, where the oil is, cool the valves, and keep 


534 


International Marine Engineering 


DECEMBER, 1908. 


within limits the temperature of the surface of the expansion 
cylinder. Cooling is really required in this engine only for 
the purpose of lubrication. 

It must not be forgotten that the injection of the fuel in the 
liquid form also has its effect in lowering the temperature of 
the compressed air. Being a liquid it must, to assume the 
gaseous state, abstract heat from its surrounding medium. 

Not the least of- the advantages with this method of cooling 
is the elimination of much pattern and foundry labor, the 
freedom from danger of cracked cylinders in cold weather, 
and the doing away with troubles due to the deposits of saline 
matter in the jackets, with consequent overheating. 

While the method of adding the fuel component to the 
charge by injecting it during the compressing stroke is not 
new, yet as applied to this cycle it is in results somewhat dif- 
ferent from that usual in most American oil engines. The 
common method of fuel injection has the disadvantage that 
much stratification occurs, so that the mean effective power, 
which should be higher, because of the increased charge 
weight, does not come up to expectations. The Diesel, Hasel- 
wander and other Continental engines break up the fuel 
stream by compressed air, thus giving an intimate mixture. 

With the Miller cycle the two-charge components are thor- 
oughly mixed by the blast of air resulting from the opening 
of the valve b, establishing communication between the com- 
bustion and expansion chambers. It is to be remembered that 
in order to prevent a free expansion drop when the two cham- 
bers are put into communication just before dead center, the 
exhaust valve d of the expansion chamber closes, so that the 
remaining gases trapped therein (largely pure air) are com- 
pressed, because of the very small clearance, to a degree 
somewhat higher than that existing in the combustion chamber. 
This has the effect also of balancing the valve b. In fact, 
this phase of the cycle might be worked out to act as a timing 
valve with automatic ignition. 

Regarding the desirability of fuel injection over the usual 
carburetor methods a few words might be said. For naval 
and commercial vessels the item of reliability will be para- 
mount.’ The vagaries in fuel compounding with carburetors 
induced by thermometer, barometer and hygrometer changes, 
and the problems involved in requiring a gaseous medium, air, 
to conform to the laws of liquid fuels may be tolerated in 
pleasure service, but hardly elsewhere. It is significant that 
the great majority of kerosene and heavy-fuel engines used 
all over the world, even with ignorant help, is of the injection 
type. While on the subject of reliability, attention is called to 
the fact that with the elimination of the exhaust gases from 
the new charge and with fuel injection, increased flexibility 
and certainty of operation are bound to follow. 

Semi-rotary valves are shown; poppet valves could be used 
just as well, but the former possess so many advantages in 


quietness, ease of operation and long life that it is thought,. 


in view of the lower wall temperatures possible with this 
cycle, that the difficulties arising with rotary valves in the 
ordinary cycle will be absent here. In fact, the largest modern 
air compressors make use of this type of valve. 

The prevailing practice with large marine and railroad en- 
gines for starting seems to be by compressed air stored in a 
tank and supplied by a small attached compressor. The writer 
has always believed that this method with its complications 
may be unnecessary and that the gas engine possesses in itself 
the means for self starting. 

A mixture of gas or gasoline vapor and air ignited at at- 
mospheric pressure results in explosion pressures, ranging 
from 30 to 95 pounds per square inch. If a supplementary 
chamber be connected to the cylinder and the entire contents 
of the combined volumes be ignited at atmospheric pressure, 
the explosion proceeding from the chamber to the cylinder 
compresses the unburned mixture before it (Clerk Lanchester 
Method) and pressures up to 250 pounds are made available. 


With the corburetor system of fuel compounding, of course, 
when the engine stops the cylinders will be filled with mix- 
ture. But gasoline vapor not being a fixed gas, as the cylin- 
ders cool the vapor will condense out of the mixture, so 
that the possibilities of self starting depend upon this phe- 
nomenon. A gasoline engine should be capable of starting 
at any time, after stopping, so that this method is out of the 
question. 

The Miller cycle has all the advantages and more of the 
Clerk Lanchester method. Instead of a supplementary cham- 
ber the expansion chamber c is utilized and the resulting ex- 
plosion acts not only on the contracted portion of the piston, 
but on the the larger portion as well. The two chambers be- 
ing in communication and the spark being made, it is only 
necessary that the gasoline be squirted in as a fine stream to- 
ward this spark. The single-crank double-acting type stops 
by cutting off the fuel supply, and combustion and expansion 
cylinders must therefore be filled with pure air, which still will 
be pure air a week or a month later. : 

The engine would hardly stop on dead center, because that 
would be against the full compression; in either cylinder the 
crank position would therefore be somewhere about mid- 
stroke. The resulting impulse would be amply strong to turn 
the engine several revolutions. Fuel injection being a positive 
factor, the engine must take up this cycle before one-half a 
revolution is passed. 

Much that had been said of self starting applies to revers- 
ing. While the arrangement of the valves in the Miller engine 
is such as to permit easier application of compressed air, yet, 
as has been shown in the paragraph on self starting, the en- 
gine can be made to reverse just as positively without ex- 
traneous devices. Here, again, the expansion cylinder comes 
into play. The valves are operated by eccentric with a Ste- 
phenson link motion. Suppose that the engine is turning over 
in the forward direction, the explosion taking place in the 
top cylinder, and the rotation is to be reversed. The link is 
pushed over so that the reverse eccentric comes into action. 
The lower exhaust valve “d” is closed instead of being opened, 
and the upper valve “d” is opened instead of being closed. 
The upper cylinder loses its impulse, the lower cylinder traps 
the exhaust gases in the expansion cylinder; the motion of 
the engine is slowing down on an air cushion, as these gases 
are gradually compressed until a point is reached where the _ 
compression overcomes the forward motion. 

The engine reverses by reason of this compression, aided 
by the explosion tripped prematurely. 

Should the engine be required to start in the reverse direc- 
tion after standing idle for sometime, the self-starting opera- 
tion, as sketched above, is gone through with the links in the 
reverse position. ; 

The pistons traveling together are connected by tie rods. 
To prevent leakage, long sleeves are used. These sleeves, be- 
cause of their considerable length and oil packing, are very 
efficient and are exempt from the usual stuffing-box troubles. 
The tie rods themselves are lapped in the sleeves and are 
always in tension, They operate in the comparatively cool 
atmosphere of the expansion chamber. Where necessary, the 
sleeves could be subjected to a blast of cold air from the 
ejector action of the exhaust, as explained before. 

As applied to naval and high-speed vessels, the absence of 
heavy auxiliaries, the high mean effective pressure, the fre- 
quency of impulses should result. in light weight. It is not 
unreasonable to suppose that in large units an average weight 
of one pound per horse-power could be obtained. 

A phase not unimportant is that with the use of pump in- 
jection the possibility of back firing in the carburetor is elim- 
inated, with consequent lower insurance rate. Alcohol, kero- 
sene and other safe oils operate best with pump feed, and 
once started with a small quantity of gasoline or alcohol alone 
should give no trouble. 


DECEMBER, 1908. 


International Marine Engineering 


535 


SIXTEENTH ANNUAL MEETING OF THE SOCIETY OF 
NAVAL ARCHITECTS AND MARINE ENGINEERS. 


The sixteenth annual meeting of the Society of Naval 
Architects and Marine Engineers was held in the Engineering 
Societies Building, New York, November 19 and 20, 1908. 
The report of the secretary-treasurer shows that the total re- 
ceipts for the year amounted to $9,756.19 (£2,003) and the dis- 
bursements, $8,305.49 (£1,705). The total resources of the 
society at the end of the fiscal year were $27,818.51 (£5,712), 
with no liabilities against it. The membership at the begin- 
ning of the year was 828. This has decreased during the 
year to 765, but, by the election of forty-six new members at 
the present meeting, the total membership is brought up to 811. 


PAPERS READ NOVEMBER I9. 
No. 1—The War Eagle.—1904. 


BY CHARLES H. CRAMP. 


Chesapeake Bay in about the first half of the last century 
was noted as the home of two classes of vessels known over 
the entire world as the “Baltimore clipper’ and the “pungy.” 
Conditions of commerce at that time were such that high- 
speed sailing vessels were required, and both of these types 
were world famous in this respect. On the Chesapeake the 
“pungy”’ was always built “by the eye.” There was no model, 
no “laying down” or “laying off” in the mold loft, nor were 
molds made there from a “body plan.” Each builder would 
have a stem and a midship-section mold for all vessels, and 
as there was little difference in the dimensions of the boats, 
these two molds could be adjusted to an increase of a few 
inches in depth or width to suit contract requirements. 

Having built a celebrated “centerboard” schooner named 
the Wood Duck, for a party in the oyster trade in Philadel- 
phia, another party, a rival in the same business, placed a 
contract with my father to build a “pungy” that would be 
the fastest in both bays (the Chesapeake and Delaware). 
This vessel, named the War Eagle, was the only one of her 
type built north of Baltimore with the exception of a pilot 
boat or two, and easily fulfilled the stipulation in the con- 
tract that she should be the fastest in the two bays. The 
sailing qualities of the boat were remarkable and she was 
never beaten either in a match race or when plying her usual 
trade. 

There was but little difference in the model between the 
“pungy” and the pilot boat of our Atlantic ports and in gen- 
eral design of the “cup-defending” yachts. The fast ship, 
whether it was in the form of “pungy,” “clipper,” the “rover,” 
or the “long, low, black schooner,” was particularly an Ameri- 
can product, and the methods in its production were born in 
the American shipbuilder at that time. No model in any 
country for form or seaworthiness has ever equaled that of 
fifty years ago. 


The Oldest Iron Ship in the World.* 


Sixty-six years ago there was dragged across the moun- 
tains from Pittsburg to Lake Erie the plates and angles, bars 
and beams, bolts and rivets, forgings and castings, out of 
which was constructed what is now the oldest iron ship in 
the world. This is the United States man-of-war Michigan 
(rechristened in 1905 the Wolverine), which since that time 
has continued to be the whole United States Navy on the 
Great Lakes, where treaty obligations restrict nayal repre- 
sentation to one ship on each side. She was a veteran when 
Ericsson’s Monitor threw all the navies of the world into the 
junk-pile, and was forty years old when the first ships of our 
so-called new navy were authorized, and they in turn have 
gone into the discard long years since. 


* Discussion of paper No. 1, contributed by Henry Penton. 


She is rated as an unarmored, unprotected cruiser, with 
a water-line length of 165 feet; beam, 27 feet; displacement, 
685 tons; indicated horsepower, 365; speed, 10.5 knots (12 
statute miles); coal endurance at 10 knots, 2,240 nautical 
miles, or 224 hours; bunker capacity, 100 tons. 

Much of our steam engineering knowledge is based upon 
the early experiments on expansion of steam, superheating, 
steam-jacketing, condensation, etc., carried out on her by 
B. F. Isherwood, afterwards Engineer-in-Chief, United 
States Navy, when attached to her. The value of those ex- 
periments, and the theories deduced from them, to the world 
at large, are beyond computation, and they are to this day 
quoted as authority. The engines are of the simple inclined 
type, with two cylinders 36 inches diameter, 8 feet stroke, and 
although of an antiquated type, their condition is stated in 
the Bureau reports to be good. The original paddle-wheels 
were 21 feet 10 inches diameter and had each sixteen pad- 
dles or buckets. The dip of the wheels was 32 inches and the 
maximum revolutions 22 per minute. The draft was 7 feet 
8 inches. The boilers were of the “box” type, 8 feet 6 inches 
wide, 19 feet long, and 9 feet high, and the working steam 
pressure was 15 pounds per square inch. These old boilers 
have long since been replaced by others of a modern type, and 
new paddle-wheels of smaller diameter are also fitted. The 
draft is also increased to 9 feet, no doubt partly due to the in- 
creased boiler weights and partly to increased coal capacity, 
made possible by shorter boilers. But the hull and engines 
and most of the equipment, except armament, remain as they 
were built sixty-six years ago. 

The Wolverine has not only a sentimental value but she 
is in active service, and she has contributed much to material 
progress, and as she is likely to be useful for many years to 
come, the most graceful thing the Department can do, the 
greatest compliment it can pay, not only to the old ship her- 
self but to our neighbors across the line, is to continue her 
in commission, 


No. 2.—Practical Methods of Conducting Trials of Vessels. 


BY COL. E. A. STEVENS. 


ABSTRACT. 


Speed trials outside the navy are in this country only too 
often carried out under conditions that render the results 
“painfully inaccurate.” These conditions are due to many 
causes, but chiefly to a lack of appreciation of the value of the 
data to be obtained, to an exaggerated idea of the cost, and 
sometimes to carelessness. 

Where only a limited number of runs are available the trials 
should be planned with care and run as systematically as 
possible. The apparatus needed is neither very expensive nor 
intricate. It should, however, be reliable. The observations, 
after all, can give knowledge on but three points: 

1. The time on the course. 

2. The revolutions—either the total on the course or the 
revolutions per minute. 

3. The mean effective pressure in cylinders. 

The record of time and revolutions should be taken simul- 
taneously. The device illustrated in the paper by the late 
Naval Constructor Woodward (see Transactions of 1905), 
furnished an excellent means to insure simultaneous records 
and a very accurate registering mechanism. A device I have 
used for this purpose with much success consists of a contact 
arranged to work from the indicator-gear lever, which opens 
and closes a circuit at each revolution. A magnet is energized 
by the current, and moves a plunger against a spring which, 
on the opening of the circuit, forces the plunger back. This 
motion is recorded on a counter. The counter is started by a 
switch at the beginning of each run and stopped at the end; a 
watch held by the same observer can be started and stopped 


536 International Marine Engineering 


DECEMBER, 1908. 


at the same time. The result is, of course, not as accurate as 
the device suggested by Woodward but is much less expensive. 

Stop-watches used on trials should be carefully rated. Indi- 
cators are often incorrectly rigged. Their springs should be 
tested. A tachometer set in. plain view of the man at the 
throttle will enable him to maintain a constant speed, and will 
also furnish a check on the revolutions per minute at the time 
that indicator cards are taken. 

A very important point is the determination of the speeds 
at which runs shall be made. The settlement of this depends 
on the system on which the results will be plotted. To 
properly determine a curve of speed on revolutions per minute, 
five spots should be had at different speeds. These spots can 
be obtained by the second means of three runs at each speed, 
or more closely by the mean of second means of four runs at 
each speed. This involves twenty runs, which is usually more 
than can be had. 

If the system in use in the navy, which is based on a set 
of runs at evenly progressive speeds with four runs at the 
highest speeds, is employed, the runs must be made at evenly 
progressive speeds and at nearly equal time-intervals. Failure 
to comply with these conditions may induce considerable error. 

To meet ordinary conditions the tidal formula explained in 
the Transactions of t901 seems generally preferable. 
formula is based on the equality of advance per revolution. 
Fairly accurate results can be had with ten runs and good 
results with twelve. Runs can be made in any order of speed 
provided enough pairs be made to derive tide curve. Although 
the use of this formula is more laborious than plotting the 
runs separately, the amount of labor is not excessive. 

Whatever system is adopted it is well to remember that our 
observations are accurate only within a certain limit. That 
limit-may, by careful observation and expensive apparatus, be 
reduced, but it cannot be eliminated. The error involved 
where ordinary apparatus is carefully and intelligently used is 
not material from the designer’s standpoint. 


No. 3.—The Influence of Midship=Section Shape Upon the 
.Resistance of Ships. 


BY D. W. TAYLOR, NAVAL CONSTRUCTOR, U. S. N. 


(This paper is published in full on page 525.) 


No. 4.—Further Experiments upon Longitudinal Distribu= 
tion of Displacement and Its Effect upon Resistance. 


BY PROFESSOR HERBERT C. SADLER. 


(This paper is published in full on page 530.) 


No. 5.—Further Propeller Analysis. 


BY CLINTON H. CRANE. 


Assuming that the law of comparison holds good for pro- 
pellers, let 7 = thrust of any propeller; p = pitch ratio; D = 
diameter; R = revolutions per minute; s = slip ratio; H = 
the brake-horsepower required to turn propeller of diameter 
D with pitch ratio p and slip s; and 71, D:, Ri, Hs, represent 
the thrust, diameter, etc., for a similar propeller working at 
the same slip, and let S = the power factor in “Taylor’s” 
formula. ; 


qf IDE 1 Jal ID)? 1? 
Then = ; and — 
Ts IDES Tee Hy, IDO TK 
Let Di = unity and R: = 100. 
IDE IR ; ID? 15 
‘jhenwe— iad ————————— eine 
10,000 1,000,000 


The variable 7; has been obtained by Prof. Durand for a 
series of propellers, and also a variable which we will call zn, 
or work in foot-pounds per revolution at 100 revolutions per 
minute for a propeller r foot in diameter. 


This, 


100 W@W 
Ay will = , and H will = .o0000000 303 D* R* wi 
33,000 
Naval Constructor Taylor gives H = .0093648 D’?V* S. 
pDR(a—s) \* 
Now 7 = | (| ———__-——. }\2 
IOI 1/3 
H = .ooococeag D® R* p® (1 — s)* S; and 
Gr = 2o7 /P (xz = g)P Ss 
This gives an easy method of converting w: into S or § 
into w, As ws: gives us a variable which is practically of the 
first degree, and S a variable of the third degree in terms of 
slip, it is preferable to use w;. ws: increases with the pitch 
ratio, with the thickness of the blade, area of the blade, 
and with the slip with all propellers except those of very 
small pitch ratio. 
_ From a careful study of values of w for propellers of the 
same blade contour and blade thickness and the same slip 
within reasonable changes of pitch ratio j 


w b \3/2 
Will — 
Wi pr 


It will be noticed that the horsepower formula deals with 
the fifth power of: the diameter, the third power of the 
revolutions and the first power of w, consequently in deter- 
mining diameter from this formula a small error in w pro- 
duces a very much smaller error in diameter; that is, an error 
of 10 percent in w would only give us an error of 2 percent 
in diameter. 


No. 6.—Deviation of the Compass Aboard Steamships— 
Its Avoidance and Correction. 


BY L. H. CHANDLER,s;LIEUTENANT-COMMANDER, U. S. N. 


This paper is of such great length and treats the subject in 
such a complete manner, beginning from fundamental prin- 
ciples and outlining in detail the many different ways of com- 
pensating for the deviation of compass on board steel ships, 
that space will not permit an abstract which would ade- 
quately cover the subject-matter which it contains. The 
paper is a statement of the general mathematical principles 
involved, illustrated from the results of observations taken 
and worked out by the navigators of the vessels of our bat- 
tleship fleet. As the members of the society have never given 
much attention to the question of the magnetic effect of the 
structure of a steel ship upon the compass, the author took oc- 
casion to present this paper in the hope of arousing an in- 
terest which will lead ship designers and builders to realize 
the necessity for a clear comprehension of the general prin- 
ciples involved, and the need for careful planning in arrang- 
ing the details of construction of vessels in the vicinity of 
compass positions. A little lack of understanding or care in 
regard to this point on the part of the designer and builder 
often places the navigator, from the start, under a handicap 
so severe in its nature as to often constitute a real and un- 
necessary menace to the safety of the ship. P 

After briefly describing the mariner’s compass and the 
effect of the earth as a magnet on the compass, variation of 
the compass is defined, and the forces acting upon a ship’s 
compass, including the total magnetic force of the earth, and 
the magnetism of the adjacent members of the ship are de- 
scribed. Following this is a comprehensive mathematical 
discussion of the relation of the magnetic forces affecting a 
ship’s compass, including the derivation of Poisson’s equa- 
tions. Having discussed, from a theoretical point of view, 
the forces which cause deviation, and having deduced certain 
equations concerning it, the principal practical methods em- 
ployed by navigators in determining, correcting or compensat- 
ing for it are considered. 


DECEMBER, 1908. 


International Marine Engineering 


537 


First, methods of compensation of a new ship alongside a 
dock are available. Having obtained an approximate com- 
pensation by one of these methods, an exact compensation 
can be made while the ship is under way. Throughout the 
first method it was assumed that the sub-permanent magnet- 
ism was really permanent, but, when the ship is actually 
steaming at sea, this may change appreciably from day to day, 
especially in a new ship, as the magnetism absorbed in build- 
ing “shakes out.” For this reason the presence of iron near 
the compass is bad, not only because of the initial error it 
causes, but because a very small change in its magnetic con- 
dition produces a greatly exaggerated change in the compass, 
and so introduces a most uncertain element of danger. It is 
just here that the designer and builder, who appreciates the 
importance of these effects, can best help the navigator by 
changing the position of certain parts of the structure, so 
that they will have a less effect upon the compass. 

Finally the subjects of perfect theoretical compensation 
for semi-circular and quadrantal deviation are discussed and 
it is pointed out wherein they fail in actual practice. A vast 
amount of valuable data on the results of the compass ob- 
servations taken on board the battleships and torpedo-boat 
destroyers of the Atlantic fleet during its trip around South 
America last winter are given. There are some gaps in the 
data, and some results that are probably in error, as the ob- 
servations were taken and the data worked up by officers 
whose time was fully occupied in the performance of their 
daily duties. Even with these omissions and errors the re- 
sults are of inestimable value. 


No. 7.—The Influence of Free Water Ballast Upon Ships 
and Floating Dry=Docks. 
BY T. G. ROBERTS, NAVAL CONSTRUCTOR, U. S. N. 
ABSTRACT. 

This paper contains a mathematical consideration of the 
theories governing the various considerations of stability of 
a floating dock throughout its various operations. In con- 
sidering the loss of stability, due to free water ballast, it is 
shown that the moment of stability of the ship is equal to 
the righting moment of the ship minus the capsizing moment, 
due to the free-water surface. On the other hand, it is evi- 
dent that there may be an increase of stability, due to free 
water ballast, since the free water may swing farther to either 
side of the vertical than the roll of the vessel, and its action 
may either aid or hinder the rolling between the extreme 
values of the shifting moment applied positively or nega- 
tively. In a+floating dock the longitudinal stability must be 
provided for by a sufficient number of longitudinal compart- 
ments. But usually structural considerations require a greater 
number of such subdivisions than necessary to compensate the 
longitudinal stability. The transverse stability is much more 
sensitive and will need transverse subdivisions for compensat- 
ing the loss of stability, due to free water surface. The 
mathematical considerations for finding the most suitable 
number of longitudinal compartments of equal width, so that 
the metacentric height will not be materially reduced, gives 
some definite idea of the value of additional compartments, 
showing that, after a certain necessary number additional 
ones may be of little value. 

To find the interior water depth for a given immersion, it 
is noted that the displacement of the dock at any draft is 
equal to the weight of the dock plus the weight of the water 
inside the dock. It is evident, therefore, that the outside 
waterline is higher than the inside water surface. The method 
of locating the corresponding positions of the two consists 
‘of plotting curves of displacement of the dock at various 
drafts, and curves representing the weight of the interior 
water corresponding to the various water-level heights. From 
these a curve showing the total weight of the dock and in- 


terior water for various water levels is obtained. If a ship is 
in the dock, the curve of the ship’s displacement must be 
added to the curve of the dock’s displacement and weight of 
the interior water. 

A consideration of the stability of the dock requires cal- 
culations when the dock is free under all different conditions, 
and also when a ship is in the dock under all conditions. The 
mathematical discussion leads up to a formula for the co- 
efficient of stability in which all values occurring haying 
been obtained by direct calculation, and expressed in curves, 
corresponding values may be taken from the curves at any 
draft. The greater the weight of the ship in the dock, the 
less will the coefficient of stability become. As the dock in- 
clines, the stability increases with the angle of heel with the 
dock free, and by a greater proportion with a ship in the 
dock. Therefore, the stability is a minimum at the vertical 
position for any probable angle of heel, and the stability 
curve increases as the dock inclines by righting moments 
greater than for the displacement cut by the ship in dock in- 
clined at the draft of the instant under consideration. 

The forces tending to bend or break a floating dock act in 
the same manner as for a ship considered as a floating beam. 
It is customary on the part of some to consider that the side 
walls of a dock should be built with sufficient girder strength 
to carry the entire load. As a matter of fact, the load rests 
upon the center pontoons, and is transmitted through the con- 
nections to the side walls. All portions of side walls, pon- 
toons and connections carry each its own share of the dis- 
tributed load, both longitudinal and transverse. The strength 
calculations, therefore, consider the entire dock as a single 
beam, longitudinally or transversely. From the curve of bend- 
ing moments it is found that, with a ship docked and the dock 
pumped dry, if we introduce water into the end pontoons the 
maximum bending moment at the midship section will be 
reduced. In a certain dock it was found possible to so flood 
the ends with a depth of 8 feet 9 inches of water inside, and 
still leave enough freeboard at the pontoon deck platform. In 
that condition the unit stress at the most strained section was 
reduced to less than one-third its former value. It is there- 
fore wise to retain as much water as possible in the end pon- 
toons in docking a large ship where the stresses are great, es- 
pecially when the ship is to remain in dock for a length of 
time. 


No. 8.—Some Recent Inventions as Applied to Modern 
Steamships. 
BY W. CARLILE WALLACE, 
ABSTRACT. 

For the safety of the crew and for convenience in working 
the vessel, an arrangement possessing the following qualifi- 
cations by which every bulkhead door in the vessel can be 
closed from the bridge in’a matter of a comparatively few 
seconds should be installed on every ship. First, it must 
be possible under ordinary conditions at sea or in port 
to open and close the doors at will, leaving them either 
open or shut. Second, before the doors are closed from 
the bridge an automatic warning must be given to those 
below, after which they must close slowly, not drop sud- 
denly. Third, after the closed from the 
bridge it must be possible to open any individual door, the 
door closing automatically again. Fourth, in the event of 
water entering any compartment to a dangerous extent, the 
doors in immediate proximity to this compartment must close 
automatically. And last, the means adopted,for closing the 
doors: must be such that even when the mechanism is sub- 
merged it will still perform its work, 

Four mediums are available for doing this work: steam, 
air, water and electricity. Steam is inadmissible chiefly on 
account of bursting steam pipes. The pneumatic system has 


doors are 


538 


International Marine Engineering 


DECEMBER, 1908. 


been tried and found wanting, to say nothing of its being too 
expensive. Electricity has been used with considerable suc- 
cess in this country, but has objections, which appear to the 
writer to relegate it to the second place. Among them is 
the possibility of blowing out of fuses or injury to the motors 
through overload, the risk of short circuit should the gear or 
conductors become submerged, and the great difficulty of lo- 
cating or remedying a fault in the system, For these reasons 
hydraulic control seems to fulfill, more nearly than any other, 
the requirements necessary to a thoroughly reliable water- 
tight door-closing system. In the writer’s opinion the hy- 
draulic system in use on the two large Cunarders fulfills 
every requirement of a perfect water-tight door system. 

The other inventions considered tend more toward the 
comfort of passengers than to their safety. The first of these 
is the new means of disposing of the ashes and clinkers from 
the stokeholds of vessels without the necessity of hoisting 
them above the main deck and dumping them over the side; 
or forcing them above the waterline by a jet of water and 
then over the side through a bent pipe. The new method con- 
sists of an apparatus by which the ashes and clinkers are 
forced through the bottom of the ship by means of compressed 
air. The expeller proper consists of a hopper to receive the 
ashes and clinkers opening into a crusher, which breaks up 
the large clinkers. Below the crusher is a drum revolving 
horizontally in a water-tight casing. As it revolves the inside 
of the drum is alternately in communication with the chamber 
below the crusher, and the discharge opening through the bot- 
tom of the ship. While in communication with the latter, 
compressed air is admitted, expelling the ashes through the 
bottom of the ship. 

Two other recent inventions of importance include a device 
for cooling state rooms in vessels trading in the tropics and 
fitted with refrigerating machinery, and a device for main- 
taining electrically-heated staterooms at a definite tempera- 
ture irrespective of atmospheric conditions. The cooling de- 
vice consists of a pipe containing a brine coil supplied from 
the refrigerator, through which the air supplied to the state- 
room is drawn by a small motor-driven centrifugal fan. The 
other device is the Geissinger electric thermostat, by means 
of which electric heaters are automatically controlled to main- 
tain a room temperature constant within the limits of a few 
degrees, thus saving electric energy and adding to comfort. 


PAPERS READ NOVEMBER 20. 


No. 9.—Service Test of the Steamship Harvard. 
BY PROFESSOR C. H. PEABODY, W. S. LELAND AND H. A. EVERETT. 


(This paper is published in full on page 522. 


No. 10.—Trials of the U. S. Scout Cruiser Chester. 
BY CHARLES P. WETHERBEE. 
ABSTRACT. 

The final acceptance trials of the United States scout 
cruiser Chester* took place on Oct. 20 and 21, 1908, in a heavy 
northwest gale, with the following results: 

IDYECFNGCSA, WOW 560 0000000060660000 0000000 12 4 


DIG MACSTAET, WMS scoococcac0c0c cb vocccn BOO 3,630. 
Mean revolutions per minute............. 479.6 590.1 
Correspondines speed) knots: + <5 re eeeeee. 23 20.1 
IMGUES SP to CHE COAl, ocoocccoccucbc000006 2. 1.5 
Average air pressure, inches.............. 0.75 2.75 
Coal per E. H. P. per hour, pounds........ 3.61 3.23 
Coal per I. H. P. per hour on basis of 

0.55 propulsive coefficient............. 1.97 1.78 


* For a general description of this vessel, see page 254 of our June 
(1905) issue, and for a record of the preliminary acceptance and 
standardization trials covered in the first part of this paper, see our issue 
for September, 1908. 


On these trials in a very rough sea the turbines did not race. 
The ship was operated on these trials by her regular navy 
crew under service conditions. The coal was ordinary run of 
mine taken from the Government pile at the Boston navy 
yard. The air pressures carried were, by direction of the 
board, regulated to be the same as on the corresponding pre- 
liminary acceptance trials. 

The conclusion drawn by the writer from the trials of this 
ship is, that the combination of bent-tube boilers with rugged 
scantlings, or of other boilers capable of a high rate of forc- 
ing and evaporation per unit of heating surface combined with 
steam turbines, permits a lightness of machinery installation 
without any sacrifice of durability and reliability never be- 
fore contemplated in our warship designs. Light machinery 
installations have been constructed in the past for torpedo 
boats and destroyers, but through the use of short-life boilers 
of very light scantlings and delicate parts in the main engines 
and auxiliaries durability and reliability have been sacrificed. 
The machinery of the Chester is not of this class. Lightness 
per unit of power is obtained through thermodynamic eff- 
ciency and high output per unit of surface. The boilers are 
of rugged design and have large, thick tubes. Their casings 
are heavy and durable. After 14,000 mile of steaming, one 
small part of the casing only has shown any effect of service. 
A slight thickening at this spot, and the addition of four small 
baffles about 6 inches square in the soot-boxes at the bottom 
of each boiler, will remedy this difficulty. Furthermore, the 
boilers can readily be cleaned. These boilers can be forced to 
evaporate II to 11.5 pounds of water per square foot of heat- 
ing surface under gage conditions (not from and at 212 de- 
grees). They are not light per unit of surface, but their 
ability to indefinitely withstand heavy forcing and show good 
efficiency makes them extremely light per unit of power 
developed. 

Machinery of the Chester type is perfectly suitable for our 
battleships and armored cruisers. Its adoption will give our 
country ships that are a knot faster than foreign ships of the 
same displacement without any increase in machinery weight. 
Turbines have already been adopted in our latest designs, but 
while boilers adopted in our latest designs are strong and 
durable, they are not capable of the high output per unit of 
surface that can be obtained from the type on the Chester. 
It seems as if this advantage were worth serious consideration. 


No. 12.—Shipbuilding on the Great Lakes. 
BY ROBERT CURR, 


This paper gives a detailed statement of the method of 
procedure in building a modern lake vessel of the hopper type 
from the ordering of the material through the laying out, 
fitting up and finishing of the ship. 


No. 13.—The Steamer Commonwealth. 
BY WARREN T. BERRY AND J. HOWLAND GARDNER. 
ABSTRACT. 

The Commonwealth, built for night service between New 
York and Fall River, is 455 feet 2 inches long over all, 55 
feet beam molded, 22 feet molded depth with a draft of 13 
feet at a displacement of 5,410 gross tons and 15 feet at a 
displacement of 6,410 gross tons. The maximum designed 
speed is 22 statute miles per hour. Experience with pro- 
peller and side-wheel steamers, in this particular service, dem- 
onstrates that very much greater overhang of guard can be 
fitted to the side-wheel boat. On the Commonwealth 19 feet 
8 inches overhang, each side of hull, was necessary to pro- 
vide for the spacious saloons and staterooms demanded by 
the traveling public. This extreme breadth of guard is in 
addition a very efficient safeguard against serious damage 
to the hull in case of collision. The compound inclined en- 
gine with feathering wheels, as adopted, combines the ability 


DECEMBER, 1908. 


International Marine Engineering 


539 


to stop and back very quickly, utilizes only lower hold space,» 
which is of very little value for freight or passenger accom- 
modation, and avoids the excessive vibration common to screw 
propellers in shallow draft vessels. 

The propelling machinery, designed for a maximum indi- 
cated horse-power of 10,000, is composed of a double com- 
pound, inclined, reciprocating engine with two high-pressure 
cylinders 50 inches diameter and two low-pressure cylinders 
96 inches diameter, with a common piston stroke of 114 
inches connected to two pairs of cranks set at right angles. 
All cylinders are fitted with double poppet valves, Sickles ad- 
justable cut-off on the high-pressure cylinders, and Stevens 
fixed cut-off on the low-pressure cylinders, all operated with 
Stephenson links controlled by a 20-inch by 24-inch steam re- 
versing engine. Two surface condensers of cylindrical type, 
each containing 8,000 square feet cooling surface, are located 
outboard of the low-pressure cylinders, with suction pipes 
to two vertical air pumps 5 feet diameter by 30-inch stroke 
connected to the low-pressure crossheads. The wheels are 
of the feathering type, 33 feet outside diameter. Steam is 
supplied by ten Scotch boilers located five on each side, each 
15 feet 6 inches in diameter by 13 feet 6 inches long, having 
three Morrison furnaces, 50 inches inside diameter, with a 
total grate surface of 937 square feet and a total heating sur- 
face of 29,340 square feet. Forced draft is supplied to closed 
ash pits by four blowers, The electric outfit is comprised of 
two 75 K. W. generators with 10%-inch by 18-inch by 8-inch 
engines and one 50 K. W. generator with engine 9% inches by 
15 inches by 6 inches, located in the engine room on the main 
deck, supplying about three thousand incandescent lights, a 
24-inch searchlight on top of pilot house, an electric elevator 


with a capacity of 2,000 pounds, and two electric blowers for 


the ventilation of the aft cabins. 

Particular attention has been paid to fire protection and 
fire-fighting appliances. All wood work throughout the cargo 
space, emigrant quarters, crew’s quarters on the main deck, 
and kitchen on the dome deck, is covered with galvanized 
iron, fastened directly to the wood. Steel decks are fitted 
over the machinery space. The engine-room and boiler-room 
ventilators and enclosures are of steel. Two fire bulkheads 
are provided, dividing the vessel into three fire compartments. 
Suitable sliding doors are provided in the main corridors and 
freight space. An iron bulkhead extending entirely across 
the upper deck house is fitted just forward of the kitchen 
range. There are sixty fire hydrants located throughout the 
steamer, with a complete equipment of portable hose and fire 
extinguishers. In addition to this an independent sprinkler 
system is provided, connected to manifolds in the engine room 
on which a pressure of 100 pounds per square inch is always 
maintained. Supplementary to this system is a thermostat 
system with mercury thermostats located not over 12 feet 
centers with all wires run in conduit, and divided into cir- 
cuits corresponding with the sprinkler circuits, 

In size, magnificence and completeness of equipment the 
Commonwealth represents the highest development of this 
type of vessel, The contractors were the Quintard Iron 
Works Company, of New York, and the hull was built at the 
yards of the William Cramp & Sons’ Ship and Engine Build- 
ing Company, of Philadelphia. ; 


No. 14.—Centrifugal Pump Fire=Boats. 
BY CHARLES C. WEST. 
ABSTRACT. _ 

The fire-boat is now rapidly coming into use as an auxiliary 
water supply to the municipal pumping plants in cases of large 
conflagrations. The pressure maintained and the volume sup- 
plied by the ordinary city water supply are insufficient in ex- 
treme cases and most of the large cities are now installing 
the system of water mains drawing their supply directly from 


the water front. Suitable connections to auxiliary mains are 
provided where these mains lead to the river. The feasibility 
and. practicability of this high-pressure main system have been 
demonstrated, and consequently, in future, higher pressures 
and more capacity will be required of the pumps on the fire- 
boat. 

The development of the centrifugal pump of the multiple 
stage variety is comparatively recent, and the advent of the 
steam turbine has aided in its adoption owing to the high 
speed obtainable. In the boats equipped with turbines and 
two-stage centrifugal pumps, there has been no difficulty in 
obtaining higher pressures than are possible in the recipro- 
cating pump. This pressure can be easily increased by in- 
creasing the number of stages, with no effect on the structure 
or working of the pump. The type of turbine used in oper- 
ating these centrifugal pumps has been the horizontal im- 
pulse type. This type of turbine is more compact than the 
reaction turbine, and it is claimed that it can be started with- 
out being warmed up, a performance said to be dangerous in 
the reaction turbine owing to the liability of warping the 
spindle, 

Two 9,000-gallon boats recently built for the city of Chicago 
have the following dimensions: Length over all, 120 feet; 
beam, 28 feet; depth, 15 feet; mean draft, 9 feet 6 inches, and” 
a displacement of 500 tons. The main pumping and power 
machinery consists of two 660-horsepower Curtis turbines 
direct connected to 200 K. W. direct-current generators and 
two-stage centrifugal pumps. The generators served to pro- 
vide current for the propelling motors, which are of the vari- 
able speed-reversing type. There are two pumping-generating 
sets in each boat, and twin screws. Steam is supplied by two 
two-furnace Scotch boilers, with total of 3,820 square feet of 
heating surface and 84 square feet of grate surface. Forced 
draft is provided on the closed stoke-hole system. The pumps, 
though usually run singly, can be compounded, and a nozzle 
pressure of over 300 pounds was thus obtained on-a test, 
with a resultant capacity of about 5,000 gallons per minute. 

In an 8-hour test on one of these boats, 4,800 gallons of 
water were discharged per nozzle per minute, or a total of 
9,600 gallons for the boat. The steam consumption of the 
turbines per B. H. P. per hour figured out at 18.4 pounds and 
the coal consumption per B. H. P. per hour at 2.82 pounds. 

The data obtained from the foregoing test show not only 
that the centrifugal pump is a more powerful and reliable 
machine than the old type, but also that the greater economy 
of the turbine outfit makes it possible to do more work with 
about half the boiler capacity. Comparing the water rate of 
these turbines with that of a high-pressure pump taking steam 
for almost full stroke demonstrates thé fact that there is 
probably no boat afloat of the same size that has the same 
pumping capacity. 


No. 15.—Sea=Going Suction Dredges. 
BY THOMAS M. CORNBROOKS. 


ABSTRACT, 

Recently, the Engineer’s Department, United States Army, 
have contracted for a number of sea-going suction dredges 
of varying sizes, ranging from 166 feet to 300 feet long, the 
capacities of bins ranging from 1,000 to 3,000 cubic yards. 
The dredged material is carried in two large bins, one for- 
ward and one aft of the machinery space. The officers and 
crew have commodious quarters in houses on deck and on 
the lower deck forward and aft. The propelling machinery 
consists of two compound engines, steam for which is fur- 
nished by four single-ended boilers. A very large rudder is 
necessary, due to the shafts being so far outboard and the 
extreme fullness of after body. 

In operating, the dredge is kept moving forward, at a speed 
of about six knots, with the suction pipes dragging on the 


540 


International Marine Engineering 


DECEMBER, 1908. 


bottom. The material is sucked up by. 20-inch centrifugal 
pumps and discharged into bins, through pipes and distributing 
chutes on top of the bins. By means of gates in the bottom 
and sides of these chutes it is possible to distribute the ma- 
terial y. As the bin fills the water is drained off by 
overflows through the sides. When the bins are filled the 
dredge proceeds to the dumping grounds and, opening the 
gates in the bottom, drops the material. The gates are oper- 
ated by means of a double-cylinder vertical engine through 
worms and fixed nuts on vertical rods. The percentage 
dredged depends on the quality of material and ranges from 
Io to 60 percent. 

The curves of bending moments, etc., and equivalent girder, 
for the latest New York harbor dredges show that the neutral 
axis of the girder is very low, showing that the material is 
not distributed to the best advantage. The tension is the 
sheer strake works: out at 4.22 tons and compression in the 
keel at 2.73 tons. 

On two dredges, built for the Isthmian Canal Commission, 
the deflection under load measured 5/16 inch in 200 feet. 
This returned to within 1/16 inch of original marks when the 
load was dumped, which would indicate that the structure is 
amply stiff. 

An inclining experiment conducted on these dredges gave 
the following results: Empty, G. M. = 7.19 as inclined, 
trans. B. M. = 20.4 feet, trans. C. B. = 5.53 feet, C. G. above 
base = 18.74; loaded, corrected C. G. 18.14 feet, met. 
above base = 20.8, G. M. = 2.66. 


evenly. 


No. 16.—The British International Trophy Race of 1908. 


BY W. -P. STEPHENS. 


ABSTRACT. 


The modern speed launch which has of late engaged the 
attention of sportsmen, yachtsmen and engineers, is essen- 
tially a French production, representing a certain stage in 
the development of the gas-engine intermediate between the 
automobile and the airship. Its origin is due neither to the 
naval architect, the marine engineer nor the yachtsman, but 
to the restless and ambitious builders and owners of auto- 
mobiles, who, about 1900, transferred the lightest and most 
powerful of their new engines from their proper place in the 
car to an improvised setting in some sort of a launch hull. 
The international auto-boat race of 1908 is noteworthy in 
that it has established an authentic record of a higher speed 
than ever before made by vessels of under 4o feet extreme 
length; but what is of far greater importance is the fact that 
it has demonstrated beyond question the position of the naval 
architect as the one controlling power in the production of a 
perfect vessel, even the marine engineer, essential as he is, 
being subordinate to him. 

The race was held in Huntington Bay, Long Island, Aug. 3, 
over a triangular course Io nautical miles long, three circuits 
of the course being made. The entries included two English 
boats, the Wolseley-Siddeley and Daimler IJ., and three 
American boats, the Divie II., the U. S. A. and the Den II. 
The Dixie IT. was first over the line, followed by the Den JT., 
the Daimler II., the Wolseley-Siddeley and the U. S. A.; the 
last 41 seconds after the signal. Shortly after the start the 
Daimler II. speeded up and opened several lengths between 
her stern and the Wolseley-Siddeley, passing the first mark 
only about 20 seconds after the Dixie IJ.; a little later, how- 
ever, one of her wing engines gave out and she withdrew. 
The Dixie II. covered the first round of 10 nautical miles in 
21:35, leading the Wolseley-Siddeley by 47 seconds. She 
covered the second round in 22:16, with the Wolseley- 
Siddeley but 16 seconds astern. On the second leg of the third 
round she speeded up, finishing the race with a lead of 33 
seconds. 


On the following day the Dixie IJ. was run over the meas- 
ured mile course in Hempstead Bay, really 1.1 nautical miles, 
four runs being made. The mean of the four runs showed a 
speed of 31.05 knots, or 35.75 statute miles. On Aug. 20, 21 
and 22 the Dixie IJ. raced as one of the challengers for the 
A. P. B. A. Gold Cup over the Chippewa Bay course on the 
St. Lawrence River, two rounds making 30.10 statute miles. 
She won the three races, all run in rough water; the highest 
speed made being an average of 31 knots in the second race. 

While the success of the Dixie IJ. was due to the har- 
monious efforts of the designer, builder, captain and engineer, 
the fact that concerns us most to-day is that the master mind 


“was that of the naval architect (Mr. Clinton H. Crane); the 


others, each doing his own work in his own place, being 
subordinate to him. It cannot be too strongly emphasized that 
what has brought success in this instance is not the mere re- 
finement of lines through tank experiments nor the discovery 
of any new principle that will make possible a higher speed; 
it is only that, for once at least, the naval architect has been 
free to exercise the proper functions of his office; to deter- 
mine from his knowledge of the rules and conditions of this 
special case the type and general dimensions best suited to 
them; to select freely, according to his knowledge of the laws 
of naval architecture and his personal experience with vessels 
in service, the vital elements of the design, the displacement, 
freeboard, location of the centers and distribution of the 
weights; to draw upon his general knowledge of marine engi- 
neering for a horsepower fitted to his hull, and then to utilize 
his special knowledge in the drafting of the lines. 


No. 17.—Transportation of Submarines. 
BY NAVAL CONSTRUCTOR W. J. BAXTER, U. S. N. 
ABSTRACT. 

It haying become necessary to transport two submarines, 
length over all 64 feet 9 inches; diameter, outside of hull, 
inside of bilge keels, 11 feet 10 inches, it was decided to send 
from the Navy Yard, New York, to a distant port on a col- 
lier, length over all 322 feet, breadth extreme 43 feet, depth 
molded 23 feet 134 inches, normal load draft 19 feet 7% 
inches, and launch them from the collier’s deck upon arrival 
at the port of destination, after which the collier was to be 
ready to immediately assume her ordinary duty. 

The necessary stability calculations, to determine: first, the 
stability conditions when the collier was properly loaded with 
a large cargo, and with the submarines on board; the various 
changes in water ballast which should be made during the 
voyage to compensate for the changes in trim and draft 
which would follow the consumption of coal en route to en- 
sure that, under all possible conditions of weather, the collier 
would be kept in proper trim, with ample stability; and the 
provision of suitable additional local strength to prevent any 
possibility of racking or straining the hull, so as to cause 
leakage through seams, butts and rivets, or of straining the 
submarines. This having been satisfactorily determined, the 
actual working plans were next prepared; but before they 
were finally completed, a model of a submarine to three-quar- 
ter inch scale was made and given a metacentric height corre- 
sponding to that of the actual submarine at the time of launch- 
ing; various model cradles were also tried, and the model was 
launched into a wooden tank of suitable size to prevent reflex 
wave action, under various conditions of trim, and under 
various conditions of inclination of the collier, and, finally, in 
imitation of the gradual change in the slope of the ways 
which would occur owing to the shifting of the weights dur- 
ing the launching period. These experiments having fully 
confirmed the calculations, working plans were prepared with 
a view of placing these two submarines on the starboard and 
port sides, respectively, of the collier’s after-well deck, their 
midship sections being approximately abreast the mainmast, 


DECEMBER, 1908. 


ra 


International Marine Engineering 541 


and their axes being placed directly over the outboard coam- 
ings of the coaling hatches, and parallel to the bottom of the 
keel. 

The launching ways and the tripping devices were of prac- 
tically the same type as those usually used in launching side- 
ways, with this difference: that four launching ways and 
cradles were used, two at each end, each pair being so tied 
together that they acted as sleds, and, between them, three 
supporting .chocks were located over bulkheads and beams 
beneath. The entire weight of each submarine was therefore 
carried on four heavy cradles and three solid chocks, the 
cradles being so arranged that they would carry their pro- 
portion of the weight, The three supporting chocks were so 
arranged that, at the time of launching, they could be wedged 
to take all the weight, and permit the removal of the cradle 
sleds for the purpose of lubricating the ways; they were 
afterwards to be replaced, and the chocks then knocked down, 
leaving the entire weight of the submarine on its two cradle 
sleds, ready to let go, by cutting one rope, at the proper time. 

The submarines themselves were prepared for shipment by 
removing all small portable fittings, the storage battery, and 
the rudders; the engines were suitably shored, to prevent any 
racking while in transit; the propellers were not removed. 


LARGE GAS ENGINES FOR SHIPS. 


BY E. N. PERCY. 


Gas producers for use on shipboard have been pretty thor- - 


oughly discussed, also the limits of sizes for gas engines, but 
all of these arguments have presupposed the present type of 
slow speed, high initial pressure, explosive engine. While 
the gas producer is getting to be fairly well understood, let 
us see if some more suitable type of engine could not be con- 
sidered. We will assume a two-cycle, three-cylinder, fuel- 
injection engine as the coming type, for reasons detailed below. 

Being two-cycle and three-cylinder, it can run at a high 
speed and be very light, for its power; especially as the fuel- 
injection type has no explosion, but a constant burning. This 
type starts easily with compressed air and reverses like a 
steam engine; in fact, handling just as easily. It would be a 
very simple engine, without gearing or valves, excepting a 
very small Stevenson link motion to control the fuel injec- 
tion and air for starting. 

The most successful engines of this type now manufac- 
tured exhaust at the end of stroke through a port in the 
cylinder at one side, receiving the new charge through a port 
in the opposite side. The new charge is air only, and thor- 
oughly scavenges the cylinder, some of it even escaping to 
make a clean scavenge; but this represents no loss of fuel, 
and a loss of power so small that it could not be measured. 
After compression, on the beginning of the return stroke, 
fuel (gas or liquid) is injected and burns, not explodes, until 
cut off by the valve gear. The fuel is ignited in any one of 
several ways; i. e., high compression, continuous electric 
spark, red-hot metal or torch. The certainty and the control 
of these features will be apparent to any one, and, moreover, 
they are borne out in practice. In addition to this, we may 
borrow the idea from a well-known make and use the latent 
heat of the jacket water by letting it boil in the jacket, and 
after a pressure has accumulated, inject the steam into the 
cylinder with the fuel, where it acts in such a manner (as we 
know from fact, not theory) as to increase the economy and 
saves most of the jacket heat. The engines now on the mar- 
ket, made along the above lines, hold the records for economy, 
without exception, and in two instances have exceeded the or- 
_ dinary engine by half; i. e., they take half the fuel. It might 
be well to notice here that the fuel-injection type of gas en- 
gine can be governed as accurately as a steam engine; in fact, 


could be governed by a steam-engine governor, fly ball or 
shaft. 

Assuming this to be one of three engines, driving a large 
triple-screw ocean steamer, let us consider the auxiliaries. 
First, there should be an independent gas engine, driving a 
small air compressor for starting purposes. There should be 
a large reservoir, holding considerable air, sufficient for sey- 
eral manoeuvers, and a smaller reservoir, in case it has to be 
filled quickly for use. There will be an independent electric- 
light plant, run by small gas engines, to furnish power and 
light, and possibly ignition for the main engines. As it is 
very desirable to have the bearings and pins of a large marine 
engine perfectly accessible at all times, we could not expect 
to compress the charge of air in the crank chamber, since it 
is to be all open. Instead of adding a huge low-pressure blow- 
ing engine, we will merely have a small high-pressure electric 
blower, as two or three pounds is sufficient pressure. The 
fuel pump or small compressor, if gas is used, will be coupled 
direct to the main shaft, as the fuel is never needed until after 
the engine starts, but if the engine is very large, a small drum 
to store the gas under pressure may be used in conjunction 
with a separate auxiliary compressor, insuring always a sup- 
ply of fuel to start on. 

All the auxiliaries should be electrically driven, not only to 
do away with piping, but so that they can then be run from 
the dock by merely connecting with the dock power house, 
leaving the ship clear for repairs. All pumps will be electric 
centrifugal, as this type has been successfully used for feed 
pumps, and indeed for hydraulic pressures as high as 700, 
pounds per square inch. 

With a ship of this description, very few firemen would be 
needed. There would be no more “cleaning fires,’ no more 
boiler repairs and no more stuffing boxes. The ship could be 
started at a minute’s notice, without waiting to “steam up,” 
or even “warm up’’ Instead of compressed air, it might be 
found advantageous to have a large dynamo on the forward 
end of each main-engine shaft for developing power for the 
auxiliaries, the dynamos being used as motors, instead of 
compressed air for getting under way. 

Steam from the jackets, or even generated in a small boiler, 
could be used for heating the ship. 

The writer believes that it will be very hard indeed to in- 
crease the power of marine gas engines of the explosive type, 
but the fuel-injection type can be designed very much as steam 
engines, because their initial pressures are not high (excepting 
the compression-ignition type) and there are no explosions, 
hence no necessity for the enormously massive construction of 
the aforesaid type. 

Furthermore, gas-engine designers do not seem to appre- 
ciate the advantages of multi-cylinder types, combined with 
high speed and several units; and naturally, when they try to 
put large power, and explosive power at that, in one large 
cylinder, that cylinder has to be very massive and very well 
supported, and experience shows the repairs to be more on 
this type than on a multi-cylinder engine of the same power 
and moderately fast speed, particularly if the latter engine is 
a single-action two-cycle engine, because the pressures are all 
in one direction, and there is no knocking of parts, no matter 
how loose they are. 


The preparations which are being made in the Belfast yard 
of Harland & Wolff for the building of the new White Star 
liners Olympic and Titanic of 60,000 tons displacement, in- 
clude the construction of two new 1,000-foot building slips, 
over which an immense double gantry is being erected, the 
erection of a large floating crane and the installation of a 
modern electrically-driven hydraulic and pneumatic plant, at 
a total cost of £400,000 ($1,946,600). This work will be com- 
pleted in January. 


International Marine Engineering 


DECEMBER, 1908. 


Published Monthly at 

17 Battery Place 
By MARINE ENGINEERING, INCORPORATED 
H. L. ALDRICH, President and Treasurer 


New York 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNESS. 


Branch 
fi { Boston, 170 Summer St., S. I. CARPENTER. 


Offices 


Entered at New York Post Office as second-class’ matter. 
Copyright, 1908, by Marine ingineering, Inc., New York. 
INTERNATIONAL Marine ENGINEERING is registered in the United States 
Patent Office. 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 
no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be im 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
is to be submitted, copy must be in our hands not later than the roth of 
the month. 


Discussion of the Papers Read before the Society of 
Naval Architects. 

As this meeting was not held until after our date for 
going to press, we are unable to publish a resumé of 
the discussion which took place at the meeting, as 
has been our custom in the past. Several important 
points were brought out, however, which are worthy 
of comment. 

Three of the papers dealt with the important sub- 
ject of trials of vessels, one being of a general nature, 
setting forth the practical difficulties of obtaining re- 
liable trial data from merchant ships; and the other 
two presenting data taken from tests of turbine- 
propelled ships. Of the latter, one contained the re- 
sults of a six-hour test under service conditions on a 
merchant ship, and the other, data obtained on the 
regular preliminary and final official acceptance trials 
of a scout cruiser; this data, of course, being ob- 
tained under the usual conditions which govern trial 
trips in the navy. 

It rarely happens that the results of speed trials of 
warships are open to question. The trials are always 
carefully made under the best of conditions by a 


corps of trained observers, and include, of course, 
progressive trials over the measured mile, a four-hour 
run at maximum speed, and one or more twenty-four- 
hour endurance runs at lower speeds. On the other 
hand, it is seldom that speed trials of merchant vessels 
are as carefully made. Although there are four 
Government trial courses on the Atlantic coast and 
two on the Pacific coast available for shipbuilders and 
owners, frequently the only tests attempted on mer- 
chant ships are those made under service conditions, 
where little opportunity is given the observers to make 
their observations in a satisfactory way, and, therefore, 
the refinements and completeness which can be ob- 
tained in the case of naval vessels cannot be expected. 

This point is well illustrated in the paper already men- 
tioned, which described a six-hour service test on a 
merchant ship. This test was made on one of the 
regular runs of the vessel, and was necessarily of 
short duration. Due to the deplorable reluctance of 
the builders of the vessel to make public the details of 
the hull and machinery and the impossibility under the 
exigencies of a service test of employing the most 
accurate and refined methods of measuring the coal 
and water consumption, the results, even though 
worked out under the personal supervision of a well- 
known authority on marine engineering, were subject 
to considerable criticism and doubt. 

The method of obtaining the amount of coal 
burned by counting the number of buckets is, of 
course, open to question, but, in this particular case, 
a valuable check on the results was available in the 
records of the steamship company for the average 
coal burned per trip on the steamer for the entire 
season. From May 11 to November 8 the ship made 
178 trips between Boston and New York, partly over 
a course 298 nautical miles long, and partly over a 
course with a length of 326 nautical miles. The 
average coal burned per trip was 106.5 tons, 12.5 
tons being estimated as the consumption while in port. 
This figures out as 7.1 tons per hour, which checks 
exactly with the estimate obtained in the test. 

The equivalent evaporation of the boilers from and 
at 212 degrees, figured out at 11.2 pounds, which, 
while not impossible is exceptionally high, and as many 
instances are on record where water meters have been 
known to give erroneous results, sometimes with a 
percentage of error as high as 17, the question was at 
once raised not only as to the accuracy of the determin- 
ation of the coal consumption, but also as to the re- 
liability of the water meter. In the present case, the 
meter was especially designed to handle water at the 
temperature of the feed, and careful calibration under 
the exact conditions existing during the test showed a 
difference of only one-half of one percent before and 
after the test, so that the figures for the water con- 
sumption cannot very well be doubted. 

The value obtained for the shaft horsepower of the 


DECEMBER, 1908. 


turbines was criticised mainly because the value for 
the modulus of elasticity of the shafts was assumed 
instead of being determined exactly. This would not 
be admissible if there were any reason to believe that 
the modulus of elasticity would vary within wide 
limits. But it is well known that for different pieces 
of steel of the same properties this value varies very 
little. The value 14.76, obtained for the steam con- 
sumption of the turbines per shaft horsepower per 
hour seems, of course, at first sight to be somewhat 
larger than might be expected. It should be noted, 
however, that in this value no account has been taken 
of the four percent priming in the steam. Taking 
account of this priming and reducing the steam con- 
sumption per shaft horsepower to steam consumption 
per indicated horsepower on the assumption that the 
shaft horsepower is between 85 and 90 percent of 
the indicated horsepower, we find that the steam con- 
sumption per indicated horsepower per hour would 
be about 12.5 pounds, which is by no means a bad 
showing for either a reciprocating or turbine engine. 

The value of model tank experiments in settling 
doubtful points relating to the resistance of ships was 
again demonstrated this year by the results of experi- 
ments performed by Naval Constructor Taylor at 
Washington and Professor Sadler at the University 
of Michigan. 
of the midship section of a vessel upon its resistance 
has hitherto aroused much speculation. As a result of 
Mr. Taylor’s experiments, designers can now be rea- 
sonably sure that, for a midship section of definite area, 
the shape can be varied without affecting to a great ex- 
tent the resistance of the vessel. The few experiments 
which had hitherto been made on models with a fine 
midship section and a full midship section seemed 
to indicate that the full model would drive easier. 
This has now been shown to be true, and a section 
with a flat bottom and deep bilge can be expected to 
give better results than one in which the draft is in- 
creased and a comparatively fine section used. Of 
course, it is not always expedient to use a broad sec- 
tion, for in sea-going ships increased draft is fre- 
quently necessary to insure proper sea-going qualities. 
In connection with a broad, full midship section hol- 
low bow lines seem to be an advantage. 

Hollow bow lines do not necessarily cause exces- 
sive pitching, because that is largely due to synchron- 
ism. In one particular case where two models of Eng- 
lish warships were tested, one with hollow bow lines 
and the other with straight lines, it was found that an 
advantage of one knot in speed could be gained by the 
use of the hollow lines. 

Attention was called by one paper in particular to 
a type of ship which is distinctly American. This paper 
described in detail the latest addition to the fleet of 
shallow-draft paddle steamers operating on inland 
waters. This boat, which is only 455 feet 2 inches 
long over all and 55 feet wide, with a maximum dis- 
placement of 6,410 gross tons, at which the draft is 


International Marine Engineering 


The influence of a change in the shape. 


543 


15 feet, has accommodations for as many passengers 
and as much freight as the giant Cunard steamship 
Lusitania, which has a gross tonnage of 30,822, a max- 
imum draft of 37% feet, and is 785 feet long over all, 
with 88 feet beam. 

The problem of building a boat which is in reality 
a six-story floating hotel for such a capacity and upon 
such small draft is certainly noteworthy. Nothing is 
sacrificed on boats of this type which will add to the 
comfort and safety of the traveling public, so that, in 
completeness of equipment and luxurious appoint- 
ments, these ships compare favorably with the finest 
ocean liners. The problem of propulsion in ships 
of this kind is of the utmost importance, and, for rea- 
sons of both economy and convenience, the paddle 
steamer has never been superseded by propeller-driven 
ships, even though the introduction of steam turbines 
has tended to reduce the diameter of propellers and 
decrease the vibration. 


Fuel for Internal Combustion Engines. 

Many tests of internal combustion engines have been 
made, but a large majority of them have been made by 
private concerns for a specific purpose, and the re- 
sults are not generally available. Fuythermore, as is 
generally recognized by those familiar with gas en- 
gines, especially those operating with gasoline (petrol) 
as a fuel, the conditions influencing engine performance 
are sO numerous, and vary to such an extent, as to 
make the value of off-hand comparison very limited, 
and, oftentimes, misleading. Exact comparisons are 
only possible under identical conditions, or when the 
actual differences in all conditions that influence the 
results are exactly known. With a view to obtaining 
comparative results, which would be of value con- 
cerning the operation and design of gasoline and 
alcohol engines, the Technologic Branch of the United 
States Geological Survey has recently made an ex- 
haustive investigation, the results of which are pub- 
lished elsewhere in this issue. 

The work was taken up to investigate the character- 
istic action of fuels used in internal combustion en- 
gines, with a detailed study of the action of each 
fuel (gasoline and alcohol) as governed by the many 
variable conditions of engine manipulation, design and 
equipment. These variables, so far as possible, were 
isolated; their separate and combined effects were de- 
termined and worked out under practical operating 
conditions, leading up to the conditions required for 
minimum fuel consumption. The results show the 
saving that can be obtained for conditions over maxi- 
mum consumption and also establish a definite basis of 
comparison under conditions most favorable to each 
fuel. This latter is a point of much commercial in- 
terest, and, undoubtedly, this study of the comparative 
action of gasoline and alcohol will be of great service 
in solving some of the general internal combustion 
engine problems where other than liquid fuels are 
used. 


544 


International Marine Engineering 


DéECEMBER, 1908. 


Progress of Naval Vessels. 

The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 

BATTLESHIPS. 


Tons. Knots. : Oct. 1. Nov. 1 
S. Carolina... 16,000 18% Wm. Cramp & Sons........ 63.2 65.9 
Michigan - 16,000 181% New York Shipbuilding Co.. 71.4 74.9 
Delaware ... 20,000 21 Newp’t News S.B. & D.D. Co 44.2 50.3 
North Dakota 20,000 21 Fore River Shipbuilding Co. 54.2 58.8 
TORPEDO BOAT DESTROYERS. 
SRN ooocoo 700 28 Wm. Cramp & Sons......... 53.8 BY) 
Lamson .... 700 28 Wm. Gramp & Sons..-.....-: 52h 56.2 
Preston 2... 700 28 New York Shipbuilding Co.. 49.1 52.0 
Flusser ..... 700 28 Bath Iron Works........... 26.1 33.0 
INGHGl Gcoesco00 700 28 Bath Iron Works........... 26.0 31.6 
SUBMARINE TORPEDO BOATS. 
Stingray .... — = Fore River Shipbuilding Co.. 58.7 62.3 
Tarpon -—- — Fore River Shipbuilding Co.. 57.3 60.3 
IB Oni talented -— _— Fore River Shipbuilding Co.. 55.5 57.8 
Snapper .... — — Fore River Shipbuilding Co.. 55.7 56.5 
Norwhal .... — = Fore River Shipbuilding Co.. 50.9 52.3 
Grayling .... — — Fore River Shipbuilding Co.. 50.7 52.0 
Salmon — — Fore River Shipbuilding Co.. 50.3 51.3 


ENGINEERING SPECIALTIES. 


The American Inspector’s Outfit. 


This outfit, which is manufactured by the American Steam 
Gauge & Valve Manufacturing Company, Boston, Mass., con- 
sists of a 3-inch test gage of 300 pounds’ capacity, a screw test 
pump, a hand puller, a hand set, pliers and screwdriver. All 


of the instruments are nickel-plated and packed in a morocco 
velvet-lined case, the total weight of the outfit being about 6 
Thus it can be easily carried about and is always 
ready for use. The outfit is especially designed for a portable 
testing apparatus for testing locomotive and other boiler 
gages, and meets the requirements of government, power plant 
and boiler insurance inspectors. 


pounds. 


Captain Ashe’s Patent Course and Position Finder. 


Accuracy, simplicity and strength are fundamental require- 
; ane Z 3 
ments for navigators’ instruments. The fulfillment of these 


requirements has been sought in Capt. Ashe’s patent course 
and position finder, manufactured by Heath & Company, Ltd., 
Crayford, London. This is a new chart instrument, by means 
of which many arithmetical calculations hitherto inseparable 
from chart work are entirely obviated, while in addition it is 
useful for the following purposes: Finding the ship’s posi- 
tion from course bearings of two or three objects by simple 


—— 


Zeer ae aay 
Lge rat Se 


ge 
SAS 


compass observation; finding the true and magnetic courses. 
simultaneously; finding the course by observation when the: 
deviation is known, and laying off the course without reference- 
to the compass-croses on the chart. It is claimed that the 
simplicity of the instrument and the ease with which it can 
be manipulated render errors in courses or bearings impossible, 
and also permit a frequency of use which would not be justi- 
fied with more elaborate and more expensive instruments. 
The instrument is transparent throughout, so that all details. 
of the chart can be observed. It has been invented by a prac- 
tical mariner and is intended for the use of practical mariners. 


The Caskey Valve. 


A new and unique valve, which can be used for several’ 
purposes, has recently been placed on the market! by the Caskey 
Valve Company, Philadelphia, Pa. The valve may be used as: 
a boiler blow-off valve, a hydraulic-operating valve, or as an 
air and relief valve. It is designed to maintain a pressure up» 


= Se 


\N 


aN 
—) 
1 
\t 
7) 
7\ 


Ba a 


gs 


DECEMBER, 1908. 


International Marine Engineering 545 


to 10,000 pounds. per square inch, and becomes more effective 
’ as the pressure is increased. Of course, the valve is made in 
different weights and in slightly different form for the various 
purposes for which it may be used; but in all cases the valve 
is a straight-through valve, with no pockets or recesses. 
Furthermore, there are no stuffing-boxes, valve seats and, con- 
sequently, no fluttering action. The illustration shows a sec- 
tional view of the boiler blow-off valve. It consists of the 
body, A; straight plug, B; the bushing, C, ground to fit the 
plug, B; while to assure contact between B and C a spring is 
provided. The valves are made in sizes ranging up to 6 
inches. 


The B. & S. 15=Degree Angle Motor Boat Wrenches. 

The Billings & Spencer Company, of Hartford, Conn., are 
putting out a new set of 15-degree angle double-end wrenches 
that are adapted to use on motor boats, etc. These wrenches, 


THE \ BILLINGS & SPENCER CO, 


HARTFORD, CONN: 


seven in number, ranging from 7/16-inch milled opening to 
1% inch, are put up in serviceable waterproof kit bags of 
duck or drill, and are furnished either semi-finished or with a 
full case-hardened finish. This should prove a very con- 
venient set of tools for general use aboard a motor boat. 


Oster Matchless Die Stock. 


The Oster Manufacturing Company, of Cleveland, Ohio, has _ 


recently brought out a new tool for threading pipe. This is a 
die stock for pipe ranging in size from I to 2 inches in 
diameter. The dies are controlled by a cam, which, following 
the lead screw, is driven by a guide post at the exact taper 
for pipe thread. The dies automatically recede to make a 
standard taper thread. Standard size is obtained by setting 


the guide post in position to indicate the size as graduated 
on the face plate, and locking the die solid by the nut at the 
bottom of the post. This setting remains unaltered as long as 
duplicate threads are desired. Over or under-size threads, or 
crooked threads, can be obtained if desired, and one set of 
dies may be used for all sizes or a set for each size, as the 


feature is the universal 


revolving a 


operator prefers. An important 
gripping chuck, which adjusts to all sizes by 
handle; this takes the place of all bushings and makes the 
stock entirely complete within itself. There are no loose 
parts, and as the gripping jaws are of tool steel, hardened, it 
is claimed that they will effectually withstand the strain and 


wear. 


TECHNICAL PUBLICATIONS. 


The Mechanical Engineering of Power Plants. By lred- 
eric Remsen Hutton, E. M., Sc. D. Size, 534 by 9 inches. 
Pages, 825. Figures, 697. New York, 1908: John Wiley & 
Sons. Price, $5. 

A former edition of this book, issued in 1897, embodied the 
study and experience of the author, gathered during the pre- 
vious twenty years, and brought together for teaching pur- 
poses. Due to the fact that the years since then have been a 
period of great and rapid progress in the development of the 
power plant, and of engineering departments pertaining to it, 
it has been found necessary to rewrite the entire book. The 
present edition is the result of this work. 

The new features which are specially noteworthy are the 
analysis of the power plant and its diagram; the separation 
of the simple and complex phases of this problem; the treat- 
ment of the steam pipe as an element of co-ordinate im- 
portance in the plant with the boiler and engine; the chapters 
on the auxiliaries as distinguished from the essentials; a dis- 
cussion of the steam turbine; the establishment of the 
philosophy of the expansion of the elastic medium as the basis 
for the valve gear, the governor, the condenser and the com- 
pound engine. Statistics and tables have been very largely 
excluded, it being the intention of the author that engineers’ 
pocketbooks should be consulted for this information. 

The main headings under which the subject is treated are 
the quantitative basis of the steam-power plant, leading up to 
the cost of a horsepower; a comprehensive treatment of the 
steam boiler, including all its accessory apparatus, care and 
management, piping, etc.; an equally complete treatment of the 
engine, including a description of the design of the ordinary 
reciprocating engine, the rotary engine, steam turbine, valve 
motions, governors, condensers and auxiliary apparatus. Con- 
siderable space is given to the care, management and testing 
of boilers, engines, ete. : 

Taken all in all, this is undoubtedly one of the most com- 
plete and valuable works covering the steam-power plant 
which is available for engineers to-day. 


The Temperature-Entropy Diagram. By Charles W. 
Berry. Size, 434 by 7% inches. Pages, 299. Figures, 1009. 
New York, 1908: John Wiley & Sons. Price, $2. 

Students of thermodynamics are usually puzzled about the 
true significance of entropy, and frequently fail to realize the 
usefulness of the temperature-entropy diagram. This is the 
only book, so far as we know, which is devoted exclusively 
to the subject, presenting it in a clear and available manner. 
The subject matter has been gathered in an effort to bring 
together in logical order certain information concerning the 
construction, interpretation and application to engineering 
problems of the temperature-entropy diagram which is not 
readily accessible. An exhaustive treatment of the subject 
has not been attempted, but the graphical presentation of the 
subject given is such as to make clear the fundamental prin- 
ciples of thermodynamics. 

The present volume is a revised edition, the first volume 
having appeared in r905. A graphical method of projecting 
from the pressure volume into the temperature-entropy plane 
has been elaborated for perfect gases and its application to 


hot-air engines and gas engines given. The various factors 


546 


International Marine Engineering 


DECEMBER, 1908. 


affecting the cylinder efficiency of both gas and steam engines 
are thoroughly discussed. One chapter is devoted to the 
thermodynamics of mixtures of gases and vapors, and an- 
other to the description and use of Mollier’s “Total Energy- 
Entropy Diagram.” 


Fighting Ships, 1908. Edited by Fred T. Jane, Size, 12 by 
714 inches; numerous illustrations. London, E. C., 1908: 
Sampson, Low, Marston & Company, Ltd. Price, 21s. 

Since this is a book which has appeared annually for the 
past eleven years, its general scope and arrangement are 
well known to naval men in nearly every country. Aside 
from the changes which occur in the subject matter, as 
the result of changes in existing warships and the addition 
of new ships to the various navies, several important changes 
have been made in the manner of compilation and methods of 
presenting data. In the previous volumes, while official classi- 
fications have been generally adhered to, the ships in any par- 
ticular class have been roughly arranged according to fighting 
value. In the present volume this arrangement has been dis- 
carded in favor of a strictly chronological one. That this is 
a fair classification is evident when it is considered that recent 
ships, even if of inferior displacement and gun power, are of 
much greater value, due to the modern fittings, gun mountings, 
electrical gear, etc., which are installed. Furthermore, defects 
which exist in older ships have been remedied in the newer 
types. Official classifications have been strictly adhered to, for 
the reason that while some ships, such as the British Invincible 
class, are more powerful than most battleships, yet they have 
not been classed as such any more than the Dreadnought has 
been classed as a cruiser, as she might well be, because she has 
a higher speed than many cruisers. 

Part I., which comprises all important data regarding every 
warship in the world, together with illustrations and dia- 
grams, is arranged by navies in the order of their importance. 
This is the customary arrangement of the book, but this year 
the order has changed, so that while Great Britain and the 
United States are first and second, respectively, France has 
dropped to fifth place, with Germany and Japan third and 
fourth, respectively. Italy is placed sixth and Russia eighth. 

Among the articles in Part II., dealing with various phases 
of warship construction, is an article describing a new type of 
conning tower for large battleships by Commander Hovgaard, 
of the Royal Danish navy, now professor of warship design 
at the Massachusetts Institute of Technology; an article on 
the future 20,000-ton warship, by Col. Cuniberti, of the Royal 
Italian Corps of Naval Constructors, who may be called the 
father of the Dreadnought type of battleship. Marine tur- 
bines are thoroughly discussed, drawings being shown of both 
the Parsons and Curtis types. Various types of watertube 
boilers used on warships are also illustrated and described, 
and in an article on the “Progress of Warship Engineering,” 
such subjects as turbine performances, torsion meters, steam 
generators, superheating, liquid fuel, internal-combustion 
engines, ventilation, valves, torpedo-propelling engines and 
wireless telephony are thoroughly considered. 

Silhouettes of merchant ships over 5.000 tons gross and 18 
knots speed are given, as well as a merchant index, in which 
is listed every merchant ship of any importance which might 
be met upon the high seas. 


Valve Setting. By Hubert E. Collins. Size, 6 by 9 inches. 
Pages, 209. Figures, 200. New York, 1908: Hill Publishing 
Company. Price, $2. 

Practical instructions in the setting of valves for all kinds 
of engines are a necessity for supervising, operating and erect- 
ing engineers. Such instruction, secured principally from the 
builders or erecting men, who are familiar with the practical 
work involved, has been brought together in this book, the 
subject matter of which has been published in various issues 


of Power. Careful discussion of the slide valve is given in 
the first few chapters, as the principles involved in setting 
slide valves are fundamental. This is followed by a con- 
sideration of the Meyer cut-off valve and various types of 
Corliss valve gear. General rules are given for finding crank 
and eccentric centers which can be applied to any make of 
reciprocating engine. It is intended that after the reader has 
mastered the details in the first few chapters of the book, he 
will be able to read understandingly the remaining portions, 
which are devoted to a description of the valve gears of the 
most important commercial types of steam engines now on 
the market. In the last two chapters valve setting for duplex 
pumps and air compressors is described. 


Patents as a Factor in Manufacturing. By Edwin J. Prin- 
dle. Size, 5 by 7% inches. Pages, 134. New York, 1908: 
The Engineering Magazine. Price, $2. 

This volume is not intended to give the inventor or the 
manufacturer sufficient information so that he may act as 
his own patent lawyer, but it is intended rather to convey an 
idea of the nature of a patent, the protection it may afford, 
the advantages it may possess for meeting certain commercial 
conditions, the safety which may be secured in relations be- 
tween employers and employees, and the general rules by 
which the courts will proceed in upholding a patent and in 
thwarting attempts of infringement. It is intended to give 
the inventor or manufacturer a grasp of the fundamental 
principles, so that he may proceed rightly in the early steps 
which are usually taken before the advice of counsel is se- 
cured, after which it is pointed out when and where it is 
necessary to call in expert legal advice. The author of the 
book, as the result of wide practice, both in mechanical engi- 
neering and in patent law, is in a position to appreciate the 
important points of this subject, and place them before the 
reader in such a way that the precautions which should be 
taken in the preliminary steps, and the rules and principles 
which should be followed, are made clear. The book includes 
the following chapters: Influence of patents in controlling 
the market; subject, nature and claim of a patent; what pro- 
tection a patent affords; infringements; patenting new prod- — 
ucts; patent relations of employer and employee, and contests 
between rival claims to an invention. 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 
the name and address of the writer. 


Q. 419.—The figures which you published in your January, 1908, issue 
in connection with a test on the steamship Governor Cobb have been 
questioned at a recent meeting of the Marine Institute. Are these fig- 
ures thoroughly reliable? ; B. 


A.—tThe figures for both the steam consumption of the 
turbines and the water evaporation of the boilers were 
severely attacked at the meeting of the Society of Naval 
Architects, at which the paper was presented. The builder of 
the boilers and vessel questioned the steam consumption of 
the turbines, as he claimed the evaporation of the boilers was 
too high. The evaporation figures out, allowing for the proper 
percent of moisture, 10.85 pounds of water per pound of coal 
from and at 212 degrees. The boilers of the Lusitania show 
an evaporation of 11.1 and 10.9 pounds, and in a recent test 
made on the steamship Harvard, where every possible pre- 
caution was taken, a slightly higher figure was obtained. Con- 
sidering that the Cobb used cold air for forced draft, the 10.85 
seems to be too high a figure. The method of determining 
coal on that test, by counting buckets, is, of course, always 
open to question, and is undoubtedly subject to an error. 


DECEMBER, 1908. 


International Marine Engineering 


547 


Just what this error may be you can judge for yourself, but 
there is every reason to believe that determining coal in this 
manner will give too small a figure. There is every reason to 
believe that the water meter used in determining the feed- 
water gave very accurate results. The meter was calibrated 
by the manufacturers before leaving their works, and was 
calibrated at the Institute of Technology after the test was 
made. The fact that a curve of meter readings, plotted at 
ten-minute intervals, follows exactly the fluctuations of power, 
is a pretty strong indication that the readings of the meter 
were not sensibly in error. The only other thing that could 
affect the water rate would possibly be a leak in the feed- 
water heater, but when it is remembered that this test was 
run on the second round trip, after the boat had been thor- 
oughly overhauled for its season’s work, and the feed-water 
heater pronounced in perfect condition, the chances that it 
sprung a leak in so short a time are rather remote. If the 
determination of coal on the Governor Cobb were, let us say, 
4 percent too low, the equivalent evaporation would then have 
been about 10.4 pounds, a good but by no means impossible 
figure, the ratio of heating to grate surface being over 37 to I. 
The figures for steam consumption do not appear to be at 
all favorable from an economical point of view, but it is a 
well-known fact that the Cobb in actual service uses vastly 
more coal than was expected. es 


420.—Are licensed officers required on pleasure motor boats? 
What equipment is required on such boats? New York. 


A.—No licensed officers are required on any pleasure motor 
vessel, no matter how large she may be, and if the boat is 
under 16 tons it does. not have to be documented at the custom 
house. Licenses are held by the operators of a good many 
pleasure motor boats, who wish occasionally to earn a few 
dollars by taking passengers for hire, taking parties to the 
Fishing Banks, or leasing their boats for a day or two. Motor- 
driven fishermen, oystermen, etc., are also exempt from in- 
spection, and do not require licensed officers. This creates a 
great danger in passenger business, as some boats are regis- 
tered as oystermen, but never do anything but passenger 
business, and probably a large majority of the boats which 
ordinarily are oystermen take out fishing parties for hire on 
Sundays and holidays. In the Second District upwards of 
3,000 licenses have been issued to operate passenger motor 
boats of 15 tons or less, while there are not in this district 
100 motor boats documented as passenger boats, showing that 
the great majority of these operators call their boats either 
pleasure, oyster or fishing vessels, although a great many of 
them are not documented at all. 

As to the equipment which is required.on these boats, there 
is no law which in so many words says that everybody aboard 
such pleasure craft shall be provided with a life preserver, 
but as this is such a common-sense requirement, and is re- 
quired on all commercial vessels, and as yachts are made sub- 
ject to certain portions of Title LII. of the Revised Statutes, 
and as they are given certain privileges by those statutes, it 
has been held by many people that the inference is plain, that 
on pleasure craft, as well as commercial craft, there should be 
a life preserver for each person on board. Where such craft 
have air cushions, or other devices equivalent to life pre- 
servers, these might be considered ample protection. 

The lights, fog-horn, bell and whistle are all required by 
act of Congress. In very small motor boats it is impracticable 
to carry separate side lights, and the supervising inspectors 
have held that the red, white and green combination lantern, 
secured on the bow to the jackstaff, or about that position, 
answered all legal requirements. Of course, separate side 
lights are better where they can be carried. Every such boat 
should carry a white lantern as an anchor light. This is a 
very essential article of equipment, and fully three-quarters 
of the small yachts fail to comply with this law. It is, of 


course, not essential that when yachts are all moored together 
in their regular harbor they each haye up these lights, but 
the law does not provide for exceptions. 

As regards a power fog-horn, on all such craft a 25-cent 
tin horn is all that the law requires. A bell of ‘some sort that 
can be heard in a fog for a distance sufficient to enable a 
steamer to clear the anchored craft is required by act of 
Congress. The practice in regard to the whistle is not uni- 
form. Passenger motor vessels require a mechanical whistle, 
and on such small craft the small tank where the air is com- 
pressed by the motor and released by a lever is advocated. 
More complicated machines have been fitted up for yachts, 
but they have usually not proved reliable. On small pleasure 
motor craft the automobile whistle, or “honk,” where the blast 
is given by squeezing a rubber bulb, would probably comply 
with the law, while on larger vessels the compressed air tank 
and lever should be supplied. H. 


Notice. 

In order that none of our readers may be misled, we wish 
to call attention to the communication, “Steaming Radius of 
Scout Cruisers,’ published on page 454 of our October, 1908, 
issue, signed “Parsons.” This communication was not written 
by the Hon. C. A. Parsons, or anyone connected with the 
Parsons Marine Steam Turbine Company, Ltd., the signature 
being simply a nom-de-plume. 


SELECTED MARINE PATENTS. 


— 
The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
ID), 


. 


896,361. SUBMARINE BOAT. JOHN M. CAGE, DENVER, COL., 
ASSIGNOR, BY MESNE ASSIGNMENTS, TO THE SUBMARINE 
NAVIGATION AND MANUFACTURING CO., DENVER. 

Claim 2.—A submarine boat having a vertical tube adjacent each end 
thereof, and two sets of horizontal spiral blades pitched oppositely in 


respect to each other and arranged within each tube to move in opposite 
directions about a common vertical axis, and removable covers for each 
end of each tube. Two claims. 

899,072. RELEASING DEVICE FOR 
RANDLE, CHESTER, PA. 

, Claim 3.—In combination, a boat having seats and provided at each 
end with a davit connection securing device projecting above said seats, 
each device having a pivoted retaining member for, and adapted to 


BOATS. WILLIAM G. 


directly engage said connection and a locking dog having a portion pro- 
jecting below the seats, normally holding said member in the retaining 
position, but movable to release said member, said member and dog 
having cam surfaces which directly engage to move the retaining member 
out of the retaining position, when the dog is moved to release the re- 


548 


International Marine Engineering 


DECEMBER, 1908. 


taining member, and means located beneath the seats and engaging the 
portions of the locking dogs projecting below the seats for simultan- 
eously moving the locking dogs to release the retaining members con- 
trolled by them. Five claims. 


898,004. LIFE-BOAT DETACHING DEVICE. 
VOT, GREEN BAY, WIS. 

Claim.—A boat-releasing device comprising a metal hanger, bolt 
plates, a barrel portion, a vertically-disposed slot, a link in said slot, a 
spring-actuated plunger provided with a cylindrical portion engaging 


JOSEPH PRE- 


said link, and said plunger also provided with a square portion, a bush- 
ing with a square hole threaded into the rear portion of said barrel, and 
a holding pin for holding the parts in position. One claim. 


895,648. ANCHOR OF SUBMARINE BOATS. MAXIME LAU- 
BEUF, PARIS, FRANCE. 

Claim.—A submarine or submersible boat having a tube vertically dis- 
posed through the hull, having an enlarged lower end for receiving the 
flukes of an anchor, a chain movable within said tube, a stopper for 
engaging the chain in the conduit and movable from the interior of the 
boat, an anchor connected with the chain, and means for preventing the 
flukes of the anchor touching the hull when the anchor is drawn into the 
enlarged lower end of the tube. One claim. 


Ri a BILGE WATER EJECTOR. LOUIS EBBE, BLAINE, 
L . 

Claim 1.—An attachment of the character described, comprising an 
outlet tube, a tubular body extending beyond one end of said tube and 
having an outlet at one end and a reduced inlet opening at its other 


end and below the tube, said tube being disposed to be connected to the 
bilge of a boat, a valve, and a gravity-operated member for holding the 
valve normally upon its seat to close the inlet of the tube, said gravity- 
operated member being disposed within the body, and between the re- 
duced inlet and the outlet thereof. Six claims. 


British patents compiled by Edwards & Co., chartered 
patent agents and engineers, Chancery Lane Station Cham- 
bers, London, W. C. 


8,880. SCREW PROPELLER. 
SHIRE. 

In those propellers, in which the roots of the blades are screwed into 
the boss and, after adjustment, are fixed in position, means are pro- 


vided for locking the blades. ‘These means consist of a bolt or stud 


T. EATON, NORWICH, CHE- 


passing through the root parallel to its axis, and adapted by its action to 

ress the threads on the root on to the threads in the recess. In one 
orm, the screwed bolt bears on the bottom of the recess; and, in 
another form, the headed bolt engages in an undercut recess formed in 
the propeller boss. 


8,879. LIFEBOATS. V. COOMBE, BIRKENHEAD. 

Relates to lifeboats or rafts wherein air chambers or belts of cork are 
provided on both sides of, and above and below, a platform, which pro- 
jects beyond the air chambers to form a fender, and consists in pro- 
viding the air tubes or chambers with battens on both ‘sides to protect 
the upper and under surfaces. In the reversible lifeboat the platform ex- 
tends outside the tubular shell, forming a fender. The tubes and plat- 
form are fixed together by bolts passing through flanges on the tubes. 
These tubes are divided into a plurality of compartments by transverse 
partitions, one or more of these compartments being used for stowing 
commodities, etc., the others being wholly or partly filled with cork or 
like material. The boat always floats with the platform above water, 
and any water that may be shipped discharges through plug holes in the 
platform. 


10,200. MAGNETIC COMPASSES. F. 
VIN & JAMES WHITE, GLASGOW. 

The journals of the compass bowl and gimbal ring are supported on 
anti-friction rollers in lubricant filled casings on the gimbal ring and 
binnacle flange, respectively. Covers keep dust from the casings, which 
may be supported on springs. 


ane CAPSTANS: A. KELLY AND €. D: B. HANSEN, GLAS- 

Three capstans, arranged in a line across the deck of a vessel, are 
geared to a single winding engine so that they are operated simul- 
taneously; also a fourth hand-operated capstan is positioned so that it 
can be used to wind any one of the three ropes. Each of the power 
capstans has a driving connection with a vertical shaft, preferably con- 
sisting of a pin disk on the shaft engaging corresponding recesses on 
the capstan. Each shaft is driven from the engine through a clutch, 
bevel gearing and worm gearing. Each power capstan is fitted’ with a 
suitable friction brake, and one or more of them may be provided with 
warping drums or whelps for winding steel hawsers. 


W. CLARK AND KEL- 


10,801. 


R. [. DUNCAN AND A. ELLI- 


SHIPS’ HATCHWAYS. 
OTT, HARTLEPOOL. ¥ 
The hatch coaming plates are flanged at the top, and are provided 


10,801. 


with angle bars, one flange of which forms a molding. The ends of the 
hatch coamings are not flanged, and the web of the angle bar is cut 
away when turning the corner, so that the molding flange comes against 
the coaming. 


10,314. SHIPS. C. JEREMIASSEN, PORSGRUND, NORWAY. 

Relates to cargo vessels of the type wherein the sides of the hatch- 
ways slope from the hatch coamings to the stringer plate, and consists 
in sloping the ends of the hatchways from the hatch coamings to the deck 
level. The sloping sides of the hatchways are provided with longitudi- 
nal girders, in order to dispense with hold beams and stanchions. Where 
several hatches are arranged in line the sides are made continuous, and 
in place of the deck between the hatches a strong transverse connection 


is fitted. In this construction of vessel the bulwarks may be dispensed 
with. 
10,549. LOADING, ETC. R. BROWN, LIVERPOOL. 


A derrick-supported bucket elevator provided with means for breaking 
and receiving and delivering the material is mounted upon a tender and 
is employed for loading a vessel from a barge arranged between the 
tender and the vessel. At the lower end of the elevator frame a 
shovel or scoop is carried on a crank rotated from the chains. The 
scoop is provided with a curved guide sliding through a fixed plate, 
and is so arranged that, as the shovel passes into the material, it 
assumes a horizontal position and raises a load, which it deposits into 
the ascending receptacle. The shovel may be flexibly mounted so as to 
give under a heavy load. In order to give a quicker dipping movement 
to the shovel, it may be eccentrically mounted on its crank. The scoop 
carries on its under surface a series of claws designed to bring forward 
for the next stroke the coal directly behind the scoop. 


11,013. STEERING GEAR. A. KELLY AND C. D. B. HANSEN, 
GLASGOW. . : ; 3 

When two steering engines are employed a single controlling gear is 
adapted to control either engine. The shaft is driven by either or both 
engines through clutches, and is provided with a worm which engages 
the worm wheel of the steering shaft. On the main shaft is an addi- 
tional worm wheel, which engages a worm supported in bearings. A 
block is rotated by the latter and is moved longitudinally by a hand- 
operated screwed spindle, and is connected by levers with the shaft 
which actuates the controlling valves. The spindle is geared to a shaft 
leading from the steering pedestal, and is provided with a pointer which 
indicates the position of the steering shaft. 


JANuARY, 1908. International Marine Engineering I 


ENGINEERING SPECIALTIES SUPPLEMENT 


Information concerning some of the useful devices used in 
various capacities in shipyards and repair shops, and aboard ship. 


The Welin Quadrant Davit. 


We have previously made our readers acquainted with the 
characteristics and advantages of this system of boat launching 
gear. As a further illustration of the adaptability to the 


various modes of carrying boats on vessels of different types, 
we now give a diagram of the “M” style. This type has been 


Sipe View 


specially designed for use on good sized motor yachts, where 
it is the practice to carry a tender or rowing boat on the top 
of the trunk cabin. Ordinary davits are in such cases more 
or less unsatisfactory, as it is impracticable to give them a 
sufficient amount of overhang to lift the boat outboard, from 
its position in the chocks, to clear the side of the vessel. 
Moreover, such davits become unnecessarily heavy, and are 
difficult to handle if the vessel has the slightest rolling motion. 


With a single davit of the type here illustrated, one man can, 
with perfect safety to the boat, swing it out across the deck 
clear of the rail in about thirty seconds. The davit head stands 
less than 5 feet above the crown of the cabin’s roof. The 
frame, serving as a guide for the quadrant, projects a little 


inside the cabin, but only to a very small extent. When 
placed against a bulkhead this even is hardly noticeable. The 


frame has been provided with a casing of thin brass plate, to 
prevent any possible leakage. The whole apparatus is made 
of toughest manganese bronze, and can be had either plain or 
polished, in accordance with the purchaser’s desire. It is 
placed on the market by Capt. A. P. Lundin, 17 Battery Place, 
New York. 


A New Crane Pipe Machine. 


This machine is one of the latest models, and embodies 
the most modern improvements in the manufacture of pipe 
cutting and threading machines. It is very substantially and 
compactly built, consisting practically of but three pieces. 
All working parts are so placed that strains come directly on 
top of the base. The motor is located on top of the machine, 
directly over the bed, where it can be best taken care of, be 
out of the operator's way and protected from chips. Of the 
quick-grip and sliding die head type, the machine was de- 
signed for use where rapid production is essential. 

The gripping chuck is of a specially constructed type, so 
designed that any pipe may be either gripped or released by 


moving a lever, without stopping the machine. It contains 
four jaws made of high grade steel, with eight removable 
roller contact teeth, which will grip (without slipping) pipe 
that is not perfectly round. These jaws are adjusted by an 
internal cam operated by a worm and gear. ‘The rear end of 
the spindle contains an independent three-jaw chuck, used for 
centering or gripping long lengths of pipe. To facilitate the 
operation, removable bushings are supplied to fit in the 
spindle to guide pipe through the gripping chuck. 

The die head is movable, and carries with it adjustable ex- 
panding dies in sets of six, pipe-centering guides, and 
patented air cutting-off attachment, operated by an air pres- 
sure device controlled by an air cock. The opening and 
closing of this cock governs the working of the two cutting- 
off tools. This is said to be the most efficient and satisfac- 
tory means yet invented for cutting off pipe. The dies are 
of high-speed steel, made extra long, and will cut threads for 
extra heavy flanges of fittings, and still maintain the exact 
taper on the threads. For threading pipe below 4-inch an 
extension die head is supplied, which should always be used, 
as it supports the dies and prevents them from bending. The 
dies may be removed from the head by taking off the cover, 
which immediately exposes all the dies. 

A rotary oil pump is supplied, and particular attention has 


Il International Marine Engineering 


JANuaARY, 1908. 


been given to the distribution of oil on the dies. The belted 
machine contains a three-step cone pulley, which, with back 
gears, gives sufficient change of speed for all sizes of pipe 
within the range of the machine. These machines are 
furnished for engine, belt or motor drive, the capacity being 
pipe from 2% to 6 inches. 

Dimensions: Countershaft pulley, 20 inches diameter by 
6-inch face; countershaft speed, 125 revolutions per minute; 
weight, 9,000 pounds; floor space, 9 feet 6 inches by 4 feet 6 
inches. 


The Dake Steam Deck Capstan. 


The Dake Engine Company, of Grand Haven, Mich., has 
brought out a new capstan which is extremely simple in con- 


struction, and is said to be unequaled for ease in handling and 
power, as well as compactness. It has no dead center, and is 
made for two pulling speeds, regulated by the throw of the 
reversing lever. The working parts being entirely inclosed 
overcomes all danger from dust or dirt. It can be simply 
placed on the deck and bolted down, steam and exhaust pipes 
connected and it is ready to work. They make only one size, 
fitted with an engine of 10 horsepower. _ The distance from 
deck to center of capstan head is 28 inches; size of steam 
pipe, 114 inches; size of exhaust pipe, 1% inches; over-all 
dimensions of bed, 42% by 45 inches. 


An Automatic Water Gage. 


Herewith we print a cut of what has the reputation of 
being a high-class automatic water gage. The “Success” has 
many good points, several of which are of vital importance to 
users of water gages. For instance, its automatic devices will 
not stick or become corroded. The automatic balls must go to 
seat when glass breaks. Blow-off is operated by gage handle 
and seats of valve can be reground. The objections to many 
automatic gages are that the automatic devices go to their seats 
on the sudden opening or closing of blow-off, or they become 
corroded, stick fast and do not operate at the critical moment. 
An examination of the “Success” gage will convince any engi- 
neer that these two objections are entirely overcome, as will be 
seen from the following explanation : 


E is a double-seated valve to close both the gage and the 
blow-off. It will be seen, therefore, that every time the lower 
handle is turned to blow off the gage, the automatic device or 
ball D is moved by the stem on which it rests. In addition to 
this, the stem follows the course of the arrows B to the outlet 
G, creating a downward pressure on the ball D, and rolling 
it about in the chamber in which it is located. This great 
agitation of this ball from three to six times a day prevents 
it from ever becoming limed up and stuck fast. When the 
glass breaks, everything is reversed; the steam rushes upward 
to the break, creating a strong vacuum at the lower end of 
glass, when ball D is instantaneously raised to the location 
marked C, when flow of steam ceases. The upper ball is forced 
to its seat by pressure from boiler. The double seats of valve 
E can be ground by simply loosening the stuffing nut on handle. 


SS 


po pias Seneca a aaa 


The Penberthy Injector Company, of Detroit, Mich., manu- 
factures the “Success.” 


A Gigantic Planer. 


Probably the largest and heaviest metal working planer 
ever built has recently been shipped from the Bement-Niles 
works (Philadelphia) of the Niles-Bement-Pond Company. 


' The total weight of the machine is 845,000 pounds, or 422% 


short tons. Four motors with a total capacity of 20714 horse- 
power are required to operate this remarkable tool. 

The machine is, in general effect, an extremely large planer, 
but in addition to the movements found on a standard ma- 
chine, many new ones have been added. Each head is fitted 
with a slotter bar, independently driven by rack, giving a 
cutting speed that is practically constant from one end of the 
stroke to the other, and a quick return. Through motor and 
change gears the cutting and return speeds can be changed 
as desired. Each head is arranged for transverse planing, 
having a planing movement across the bed which can be varied 
within desired limits, and having a quick return. The move- 
ments for slotting and transverse planing make it necessary 
to throw out the regular driving mechanism to the table and 
connect it to a separate feed motion, which, in this case, is 
entirely distinct from the regular feed motion. This throwing 
out of the driving mechanism, however, means simply that the 


JANuary, 1908. 


International Marine Engineering III 


pneumatic driving clutches are thrown into and left in their 
idle position. 

The machine is fitted with its own air compressor and motor, 
thus making it independent of the air supply in the shop, to 
which, however, it can be connected if it seems desirable. A 
complete switchboard is furnished for control of all the motors. 

The distance between uprights is 14 feet 4 inches; the maxi- 
mum distance from table to bottom of cross slide is 12 feet 
2 inches; maximum stroke of table is 30 feet; maximum stroke 
of slotter bar is 8 feet; total width of bed 13 feet; length of 
bed 60 feet; table ways 15 inches each in width; tool slides 7 
feet 8 inches, with 4 feet vertical traverse; cross rail is long 
enough to admit full traverse of either head between the 


[NT WORKS 
PHILADELPHIA. 


posts; face of uprights 2 feet 6 inches; vertical height of cross 
slide, including the top rib bracing, is 5 feet. 
The main driving motor is roo horsepower; slotting and 


IV 


International Marine Engineering 


JANuARY, 1908. 


cross-planing motor is 50 horsepower; lifting motor to cross 
slide 20 horsepower; traverse motor for heads on cross slide 
71% horsepower; air compressor motor 30 horsepower. The 
cutting and return speeds are variable through the motor, 
which has a 1 to 1% variation and further range by change 
gears. The cutting speeds are 14 to 25 feet and return speeds 
521% to 65% feet per minute. The same style of drive is used 
for the slotter, and gives a cutting speed of 18% to 30 feet, 
and return speed of 57 to 71 feet. Cutting speed for cross 
planing is 1114 to 19 feet, and return speed 35 to 43% feet. The 
cross traverse speed to the heads is 50 inches per minute; the 
vertical speed for raising and lowering cross slide is 26 
inches per minute. 

The main drive from the 100-horsepower motor is through 
the gearing to the pneumatic reversing clutches at the base of 
the upright. The speed of these clutches can be varied to 
some extent by changing the speed of the motor, and a great 


at the same time the cranks on both sides, an angular feed can 
be given to the tool, which is at times desirable, as the whole 
heads were not designed to swivel. The valve for controlling 
the air to the feed cylinder is thrown automatically at each end 
of the stroke, this movement being taken from either the main 
driving gear train to the table or the slotting gearing when 
slotting is being done. To throw out the feed it is simply 
necessary to close a valve, cutting off the air supply. 

Owing to the great weight and large dimensions, it was 
impracticable, both from the manufacturing and the shipping 
standpoint, to make the bed or table in one piece. They were, 
therefore, divided to bring them within reasonable limits. The 
central section. of the bed is divided longitudinally into three 
parts, and the two end sections into two parts each, or seven 
parts in all. The total weight of the bed is about 275,000 
pounds. The table is made in two sections, divided longitudin- 
ally in the center, and weighs about 140,000 pounds. 


THE POLISHING ROOM—DELAWARE MARINE SUPPLY MANUFACTURING COMPANY—THE ASSEMBLING ROOM. 


variation obtained by the simple reversal of two change gears. 
The pneumatic clutches are of the N-B-P type, with a large 
number of friction disks, whereby great friction area is ob- 
tained in a comparatively small compass. These clutches, as 
their name implies, are operated by compressed air. A small 
valve, easily moved by hand, controls the stopping, starting 
and reversal of table, and handles satisfactorily the power 
given out by the large driving motor. In the handling of this 
amount of power in a motor-driven planer, it is unnecessary 
to state that it would be quite impracticable if a belt-drive were 
employed. From this point on to the rack the drive is, in prac- 
tically every respect, that which is found on any planer, ex- 
cept that in this instance it is exceptionally heavy and powerful. 

Among the many other new featutes, not the least is the 
pneumatic feed for the cross heads. On the side of the up- 
right, just above the gearing, is a cylinder with piston rod 
extending to the left. This rod carries a rack which meshes 
into a gear near the bottom of the vertical feed shaft. This 
shaft has, on its lower end, a bevel gear meshing into another 
bevel gear on a horizontal shaft, which transmits motion to 
the vertical feed shaft on the left-hand upright. The move- 
ment of these feed shafts is constant at all times, and variation 
in amount and direction of head feeds is obtained by adjust- 
ing the connecting rod in the slotted cranks on the ends of the 
cross-slide. These cranks are graduated in such a way that 
definite cross and vertical feeds can be obtained, and by using 


The Delaware Marine Supply Manufacturing Company. 


This company was established in March, 1902, and com- 
menced business in October of the same year, in Wilming- 
ton, Del., in a very modest way; but the demand for goods 
has kept increasing, so that in the course of its five years of 
existence its capacity has grown to about five times its 
original size. While this, in itself, indicates a healthy growth, 
it has to be further noted that the line of manufacturing 
here undertaken is one which requires great skill in execu- 
tion, for the reason that a high grade finished article has to 
be produced at a marketable price with a profit, therefore 
necessarily requiring a low factory cost, which can be accom- 
plished only by specially designed labor-saving tools, a 
pointed system, well trained working force and factory 
economy. The line of goods is of a varied nature and in- 
cludes ship airports in all designs, cast brass and bronze 
hinges, screw work, ship and boat fittings; car hardwares, 
such as parcel racks, sockets, catches, etc., and general ma- 
rine hardware; all these articles being manufactured in cast 
brass or bronze from the ingot to the finished product. 

The work is distributed through the shop in classified man- 
ner, so that each group of workmen is trained for one of 
these classes, and perfection is obtained through subsequent 
handling of the same kind of work. Most of the work is 
done on the piece-work plan, and a rigid inspection through 


JANUARY, 1908. 


International Marine Engineering V 


THE MACHINE SHOP, 


all the stages of completion prevents the slighting of the 
work. No secrecy is kept as to the ruling wages, the best 
producer receiving the highest pay and most consideration; 
and promotion to higher positions is done as much as pos- 
sible among the most deserving of the old hands. 

The plant consists of the following departments: (1) Brass 
foundry and cleaning room; (2) machine shop; (3) polishing 
shop; (4) plating shop; (5) lacquering shop; (6) assembling 
shop. Besides this there are a drafting department, pattern 
shop and a well-equipped tool shop, where all special tools 
are made. A storeroom and stockroom also furnishes part 
of the equipment. 

The laying out of the plant is so adjusted that the different 
departments adjoin each other in such a manner that the 
least time is lost in handling and transportation. This is a 
very important factor, especially for the hardware line, as 
these articles have to undergo a great many operations before 
completion. Thus, a small piece of hardware has to travel 
through foundry to cleaning room, dipping room to store- 
room, where inspection of castings are made; from there it is 
passed to machine shop, polishing rqom, lacquering room, 
assembly room, and then finally to packing room, where the 
last inspection and packing are done. 


New High=Speed Motor Boats. 


The Electric Launch Company, of Bayonne, N. J., has just 
shipped two high speed Elco express boats to G. & O. Braniff 
& Co., of Viguetas de Acero Belga, Mexico.’ The photo- 
graph illustrates one of the boats, which were 4o feet in 
length, 5 feet 6 inches beam, and 2 feet draft. Hulls are of 
substantial, but light, construction, oak frame, cedar plank- 
ing, copper fastened throughout. Decks and interior are 
handsomely finished in mahogany. The power equipment 
consists of a four-cylinder 6 by 6-inch gasoline marine engine 


with mechanical reversing gear, Tobin bronze propeller shaft 
and bronze propeller wheel. The builders guaranteed a speed 
of 19 miles an hour, which in each boat was exceeded, the 
tests being carried out during very rough weather on New 
York bay over a measured mile course, an average of six 
runs being. taken. The Chapala, one of the boats, exceeded 
a speed of 19.6 miles per hour. 

The motor is located forward of the operator’s cockpit 
under a metal hood, with control reverse brought out on 


bulkhead alongside of steering wheel. The fittings and fur- 
nishings of the boat are very complete, including cushions, 
wicker chairs, cape-cart folding automobile hood, acetylene 
searchlight, glass wind shield, ete. 

These boats closely resemble other types of Elco express 
boats, of which the company has made a specialty during the 
past few years, and which have proved very successful in the 
hands of their customers. The boats are not racing ma- 
chines, but serviceable high-speed pleasure boats which, it 
is claimed, will serve one on water as the automobile does on 
land. 


VI International Marine Engineering 


JANUARY, 1908. 


INTERIOR OF THE JERSEY CITY SHOP OF THE GRISCOM-SPENCER COMPANY. 


The Griscom=Spencer Company. 

The Griscom-Spencer Company is the direct successor of 
the old James Reilly Repair & Supply Company, established 
some forty years ago, and which for many years provided all 
the repairs and supplies for the ships of the International 
Navigation Company (American and Red Star lines). Their 
New York shops and pier in Jersey City, adjoining the termi- 
nal of the Pennsylvania Railroad, have recently been re- 


built and equipped with all modern facilities for handling 
steamship repairs and installations with the greatest economy 
and efficiency. Their location is especially convenient, being 
just opposite the lower end of Manhattan Island, and close 
to all the principal ferries. Being so centrally situated, re- 
pair gangs are sent readily and quickly to any vessel re- 
quiring their services, wherever she may be lying in New 
York harbor. 


EXTERIOR VIEW OF THE JERSEY CITY REPAIR SHOPS, 


Vil 


JANUARY, 1908. 


International Marine Engineering 


De 4 ioe 


rai MEI UE) ee 
| | “ a 


GENERAL VIEW OF THE WHARFAGE AT JERSEY CITY, 


The Philadelphia shops, at the foot of Washington avenue, 
are equally convenient to vessels lying in the Delaware river. 

In the matter of ship supplies, the company is probably the 
largest in the United States, and is the only concern equipped 
to do both a repair and supply business on so large a scale. 

The Jersey City yard, which we illustrated at page 403 in 
October, 1906, has two Pennsylvania Railroad switches, one at 

Grand street and one at Sussex street, making it convenient to 
load and unload machinery and supplies. A small industrial 
track runs all around the building to facilitate the handling of 
heavy material. Duplicate air compressors are installed and 
air and water pipes conducted down to the end of the mooring 
pier. 

The supply building on West street is one of the most 
modern structures of the kind in the city of New York. It has 
been especially built and equipped for the purpose of conduct- 
ing a ship chandlery, hardware and contractors’ supply busi- 
ness. It is six stories high, with inside measurement of 50 by 
110 feet, and has two electric elevators. The general offices 
are in the new West street building, New York. 


The R=W Speed Variator. 


This device, placed on the market by the R-W Speed Va- 
riator Company, Singer building, New York, for deriving 
variable speeds from a constant-speed motor, differs in a 
number of important respects from all prior devices for a 
similar purpose, and by virtue of its novel features the de- 
vice is said to possess marked durability, efficiency, simplicity 
and ease of control. Fundamentally, the device is based on 
the gear-and-cone principle, but utilizes this principle in a 
new and strikingly ingenious way. It is especially appli- 
cable to motor boats. 

As will be seen in the figure, the gear cone is provided with 
a number of circumferential rows of gear pits, and parallel 
with the slant of the cone is a shaft on which is feathered a 


SHOWING NUMEROUS VESSELS UNDER REPAIR, 


spur gear having pin teeth of a general conoidal form. ‘This 
gear is adjustable longitudinally on its shaft, so as to be 
brought into mesh with any desired row of gear pits on the 
cone, thereby causing the driven element, which, of course, 
may be either the gear or the cone, to rotate at a correspond- 
ing speed. 

From mathematical considerations, deducible from the 
geometric properties of a cone, if the number of pits in the 
successive rows differs in arithmetical progression, the rows 
themselves must be equidistant from each other. Hence the 


gear can be shifted by equal steps from either end of the cone 
to the other and be in mesh with a row of pits at each and 
every step. Furthermore, the rows can be so arranged that 
one pit of each row will lie in (or, strictly speaking, will be 
bisected by) the same axial plane. Stated otherwise, this 
means that the circular rows can be arranged so that one pit 
of each row will be exactly in line with the correspondingly 
located pits on all the other rows. This straight or longitu- 
dinal series of pits is formed on a sliding bar capable of 
movement in both directions a distance equal to the space 
between successive circular rows of pits. It will thus be 
seen that if, at the instant in the cone’s rotation when the 


VIII 


slide is parallel with the gear shaft, the slide is shifted, it will 
carry the gear to the next row of pits. 

At the base of the cone are two grooves, which the slide 
crosses, and projecting from the slide into the grooves are 
two studs, the arrangement and proportioning of the parts 
being such that the studs, when the slide is in its normal 
position, are spaced slightly from the rib between the 
grooves. Adjacent to the grooves are two oppositely in- 
clined cams, each equal in width to the distance which the 
slide must move to transfer the gear from one row of pits to 
the next, so that the cams, engaging the stud on the slide, 
will shift the slide the proper distance. The cams are 
mounted on the upper ends of two arms pivoted at their 
lower ends. For the purpose of actuating the arms they are 
connected by links to a controlling lever on opposite sides of 
the pivot of the latter. This method of connecting the cam- 
arms with the controller makes it impossible to throw both 
cams into the grooves at once. 

To restore the slide to its normal position after each 
actuation, an inclined member is provided at each side of the 
flanges at the base of the cone, against one or the other of 
which one of the slide lugs strikes after passing the gear. 
Thus if the slide has been moved toward the base of the 
cone, the end of the slide projecting beyond the flange will 
engage the adjacent inclined member and will thereby be 
thrown to the normal position. It will be seen that as long 
as one of the cams is held in its grooves, each revolution of 
the cone will produce an actuation of the slide and a cor- 
responding shifting of the gear, so that the latter will move 
step by step up or down the cone, according to which cam 
is in operation. Arriving at the end of its shaft, the gear 
can, of course, go no further in that direction, and the cam 
must be retracted before the succeeding revolution of the 
cone brings the slide again into position for actuation. This 
retraction of the cam is effected automatically by mechanism 
inside the cone, which acts to throw the cam out of its groove, 
against the force exerted by the operator, just before the 
slide-lugs reach the position of the cam. 


Mills Engaging and Disengaging Gear. 


Of the many engaging and disengagingi gears which have of 
late been placed on the market, the Mills may be safely said to 
have well proved itself. The reason of this is chiefly its sim- 
plicity and reliability in all kinds of weather and conditions, 
not only in regard to the detaching, but also to the attaching 
of the boat, which operation is often found quite difficult in a 
heavy seaway. This gear is especially sure and safe in the 
hooking on, and absolutely cannot jam the hands or fingers 
of the men, for the reason that an eye instead of a hook is 
used, and the block is handled entirely from the opposite end 
to the eye—in fact, the weight of the block alone hooks it on, 
with no danger to the operator. 

It has, in the last four or five years, been subjected to the 
severest tests, and is at present used by about two hundred and 

, 


International Marine Engineering 


JANUARY, 1908. 


fifty steamship lines, plying to all parts of the world. It is 
also extensively used in cable ships and pilot boats. Most 
seafaring people know that the two last mentioned have much 
more real boat work in the open seas, under all weather con- 
ditions, than any other service. The only drawback of the 
gear, with regard to its adaptability to the average lifeboat 
carried on American passenger vessels, is that it costs some- 
what more to install in old life boats than some of the other 
hooks on the market. Yet all those who have so far made use 
of this gear in such instances have expressed themselves as 
well repaid for the extra outlay, feeling they have made use of 
the best possible appliance. 

When building new lifeboats it can be installed as easily and 
as economically as any other, and therefore it would be worth 
while for ship owners and boat builders to consider the 
adoption of this apparatus when laying down the plans of the 
lifeboats. It is handled by Capt. A. P. Lundin, 17 Battery 
Place, New York. 


Universal Angle and Plate Shear. 


The illustration represents a new universal plate splitting 
shear manufactured by A. F. Bartlett & Company, Saginaw, 
Mich., for cutting plates, bars and angles of even and uneven 
legs, also small channels, by making extra shear-knives. The 
designer has found this shear a valuable tool for all boiler 
makers and metal workers. 

The square opening on the side is the angle shear, which 
cuts angles of even and uneven legs to any angle up to 45 
degrees. Both shears are driven from one pulley, the angle 
shear running in a 45-degree angle, and can be operated singly 
or both at one time. The clutch stops only at highest point. 
The clutch lever is universal, and can be turned to any side, 
to suit the operator. Cutting uneven legs of angle iron-has 
always been difficult to accomplish, and necessitated large, spe- 
cial machines for the work, which were too costly for small 
manufacturers. This universal combination shear embodies all 
the best features of the double angle-iron shears, besides being 
a plate and bar shear which can readily be changed into a 


Bars can be 


It has proved a great labor-saving tool. 
ither shear, and an extra shear for small channels can 
The machine has been designed to 
save floor space, and is very strongly geared. 


punch. 
cut on 
be inserted on either side. 


A Two-=Cycle Marine Engine. 


The Termaat & Monahan marine engines, built in Oshkosh, 
Wis., are all of the two-port, two-cycle type, and are designed 
to eliminate the reversing propeller and reverse clutch. Four 
years’ experience have demonstrated that the reversible engine 
is thoroughly practicable, and considerably more simple than 
any system of reversing gears. The Termaat & Monahan en- 
gines of double cylinder and above are started in either direc- 
tion by the spark, or reversed while in motion; no cranks for 
starting are furnished, therefore danger of personal accident 


JANUARY, 1908. 


is avoided. The fly-wheel rim is turned smooth in the form 
of a hand-wheel, so the engine can be turned around slowly 
when desired by the rim of the wheel. Friction clutches can 
be furnished for throwing off the load for starting or revers- 
ing, or a reversing clutch can be attached. 

All of the Termaat & Monahan engines are said to give a 
good margin in power and are not overrated, the cylinders 
are large for the rated power, the crank shafts are extra 
heavy and the bearings are long. The oiling system is a point 
that must not be overlooked; oil is led to all bearings, the 
crank pins receiving oil as positively as other parts through oil 


a 


cent ————t fe 
Sih ye 


rings secured to the sides of the cranks, in which the oil drops 
and is carried through the crank pin to the bearing, which is 
all important for long and continuous service. The exhaust 
outlets are large, and provide for quick expulsion of the burnt 
products, so that no back pressure is produced at high speed, 
and under-water exhaust can be used with beneficial results. 

The Termaat & Monahan 8-horsepower engine is used in 
launches from 20 to 24 feet, and the 12-horsepower in 22 and 
32-foot launches, showing speeds of from 11 to 14 miles per 
hour. These are the two popular sizes at the present time, 
and are double-cylinder self-starting and reversing. Termaat & 
Monahan speed propellers are used on all Termaat & Monahan 
engines. These propellers are of very fast model, and in some 
cases show only 7 percent slippage. The Termaat & Monahan 
engines are arranged to use kerosene where gasoline is not 
obtainable. 


An Improved Gage Cock. 


The gage cock shown herewith is known by the trade name 
of “Excelsior,” and is manufactured by the Lunkenheimer 
Company, Cincinnati, Ohio. The cock is made in two parts, 
held together by the union ring A. That part to which the 
lever J is attached contains the operating mechanism and parts 


most liable to wear. The other part of the gage cock is 
screwed into the water column, and contains an emergency 
valve, which is easily opened or closed by means of a wrench 
applied to the nut D. The object of this emergency valve is 
to make it possible to remove the part containing the operating 
mechanism, while pressure is on. It will, therefore, be seen 


International Marine Engineering IX 


that, should accident happen to the cock, or should it be found 
necessary to clean the same while pressure is on, it can readily 
be accomplished by simply closing the valve D. 

Another important feature in the construction of the gage 
cock is the renewable, reversible seat RR, which aids in making 
a very durable construction. The lever J is adjustable, and 
can be turned to any desired position. A rope or chain can 
be attached to it should the same be beyond reach from the 
floor. The spring M will last indefinitely, owing to the fact 
that there is no possibility of its becoming limed up, or losing 
its tension. This is due to the fact that it is not in the least 
exposed to the escaping steam or water. 


Corrosion of Marine Boilers. 


Many and various have been the explanations offered for 
the phenomena of internal corrosion in marine boilers, and 
perhaps the present article may help to throw some light upon 
the subject by presenting the now generally accepted facts in 
brief form, and untangling some of the confusion arising 
from the multitude of conflicting statements and observya- 
tions. Professor Vivian B. Lewes—a recognized authority 
on the subject of marine boiler deterioration—states that in 
the presence of moisture, carbonic acid and oxygen simul- 
taneously attack iron and steel, forming a thin layer of car- 
bonate of iron. This is a very unstable salt, which almost 
immediately breaks down into iron oxide and ferric hydrate, 
liberating the carbonic acid, which, with a further supply of 
atmospheric oxygen, continues the process of corrosion or 
rusting. This process is further hastened by a certain de- 
gree of electrolytic activity between the iron and the electro- 
negative hydrated iron oxide. Inasmuch as the layer of 
oxide or, as we commonly know it, rust, is highly porous, 
the action progresses without interruption as long as the 
conditions are favorable. The above general conditions ob- 
tain when any iron or steel is exposed to the action of oxy- 
gen, carbonic acid and moisture. 

Internal corrosion is due chiefly to the presence in the 
feed water of some oxidizing agent such as air, carbonic acid 
gas, free acids or dissolved salts which have the property of 
eating iron and steel. Often the internal corrosion is the 
result of the presence of free fatty acids liberated by the de- 
composition of greases or oils, containing animal or vegetable 
fats, or oils introduced by lubrication and brought into cir- 
culation by the surface condensers now in general use. The 
rational remedy for this effect is to use no lubricants for 
steam-swept surfaces except pure mineral oils, which cannot 
decompose into acids. 

Perhaps the most common cause of internal corrosion is 
the dissociation of magnesium chloride (of which common 
sea water contains about 245 grains to the gallon) into hydro- 
chloric acid and magnesia. The acid attacks the iron with 
great rapidity, forming a chloride of iron, which, as soon as 
formed, is dissociated in its turn by the free magnesia, pro- 
ducing oxide of iron (plain rust, black or red) and hiding its 
own action by reverting to chloride of magnesium—the salt 
which started the trouble. It appears, therefore, that no 
hope may be found for this trouble in the exhaustion of the 
injurious reagent by the formation of insoluble salts, but 
that on the contrary the corrosion must continue indefinitely, 
unless specific means are employed to neutralize the acid 
elements or link them with other mineral bases for which 
they have a stronger affinity than for iron. If, therefore, 
carbonate of lime is introduced into a boiler, its carbonic acid 
will unite with the magnesium base of magnesium chloride, 
forming the highly insoluble magnesium carbonate, while the 
hydrochloric acid of magnesium chloride combines with the 
lime base and forms highly stable and perfectly harmless 


chloride of lime. It is perhaps not amiss to add for those 


xX International Marine Engineering 


JANUARY, I908. 


readers who are not familiar with chemistry that the chloride 
of lime above referred to is not the “chloride of lime” of 
general household use, the latter containing an excess of 
chlorine gas by virtue of which it is useful as a disinfectant. 
Electrolysis is a third form of internal boiler corrosion. 
An electric battery might be made up of almost any two 
elements or metals we could separate in an acid or alkaline 
bath of electrolyte. Theoretically such is certainly the case, 
and the amount and potential of the current obtainable 
would yary with each different combination of metals, some 
elements being strongly ‘“‘electro-positive’” and some strongly 
“electro-negative.”’ The commercial battery, with its zinc 
and carbon elements and its sal ammoniac electrolyte, gives 
a high output for a low first cost and maintenance, and as 
such has established its usefulness. With its brass and cop- 
per fittings and connections, steel shell and tubes, and 
slightly acid or slightly alkaline water for electrolyte, a ma- 
rine boiler may be regarded as a great electric cell, the iron 
and steel forming the negative electrodes, and the brass and 
iron the positive. The degree of electric activity—the out- 
put, as it were—depends chiefly upon the strength of acidity 
or alkalinity in the water. For every ampere of current thus 
developed, a fixed amount of the positive electrode—the iron 
—is eaten away, just as the zinc sticks are consumed in a 
common electric bell battery. How far the corrosive effects 
of magnesium chloride and the carbonic acid-oxygen combi- 
nation contribute to hasten electrolysis, and how far electro- 
lytic action promotes “rusting,” have never been and prob- 
ably never will be determined. Undoubtedly there are com- 
plex inter-relations and reactions of which we realize little, 
which, if better understood, might help to explain the ex- 
traordinary individual phenomena of pitting, grooving, 
honeycombing and other distinct forms of corrosion, but, in 
the present state of our knowledge, we can only classify these 


FIG. 1. FIG. 2. 


as various manifestations of the same general causes, pro- 
ducing different results from-reasons unknown. Figure 1 is 
a typical case of electrolytic corrosion of a plate cut from an 
old main discharge pipe on a P. & O. steamer. 

“Cold iron” corrosion, so called, is a familiar cause of de- 
terioration in laid-up boilers. The remedy for this is to re- 
move any one of the three essential accompaniments of rust, 
carbonic acid, oxygen or moisture. The boiler may be 
emptied and thoroughly dried, or may be filled up com- 
pletely and low fires maintained long enough to expel all air 
from the water, after which all connections should be closed 
tightly. It is partial filling that is responsible for cold iron 
corrosion. 

One is hardly justified in explaining at length the ultimate 
effects of corrosion of plates, tubes, stays, braces, furnaces 
and pipes. If corrosion has advanced far enough to weaken 
any part, the possible damage is limited only by the complete 
destruction of the vessel by explosion and the death of all on 
board. The most terrible phase of the subject is that all too 
often corrosion proceeds to the danger point in out-of-the- 
way corners, unseen and undetected by even the most vigi- 
lant inspection. With the ever-increasing pressures now car- 


ried in marine boilers, the necessity, always great, for adopt- 
ing every possible measure to guard against corrosion is 
doubly urgent. 

“Grooving” is a peculiar form of boiler corrosion, usually 
occurring near seams or at bends and knuckles. ‘ The plate 
becomes deeply grooved or scored, probably as a result of 
surface cracks, undue calking of the seams, of expansion and 
contraction strains, all exaggerated by acid corrosion. 

A form of corrosion know as “honeycombing”’ is illus- 
trated by Fig. 2—part of a plate cut from an exploded boiler. 
The plate was originally % inch thick, but was corroded to a 
depth of 3g inch, the holes appearing as if drilled. 

Pitting, unlike general corrosion, is marked by sharply de- 
fined edges, resulting in holes and patches of from % inch 
to 6 inches or more in diameter, the depth of the pit varying 


FIG. 4. 


FIG. 3. 


from 1/32 to % inch or more. Such pitting is shown in the 
case of a tube in Fig. 3, and ofa plate in Fig. 4. 

Many and various have been the attempts to devise a cure 
for corrosion, but in nearly every instance such curative 
means have followed the plan not unlike the dentist’s method 
of scraping out the decayed area of a bad tooth and filling 
the cavity. This plan is but a makeshift for a boiler, and the 
various cements and compounds applied to pits and corroded 
areas are but temporary reliefs in the discovered spots, and 
afford absolutely no protection against corrosion in other 
places. Neutralizing the acidity of the feed water will help 
considerably, but it has too often happened that the chemicals 
used to this end, and particularly the nostrums sold by 
boiler compound makers as removers of scale and grease, 
have wrought a havoc of their own on the plates and tubes 
far worse than the natural enemies they sought to repel. 
Zine in slabs is extensively used in the effort to divert the 
electrolytic action from the iron to the more electro-positive 
zinc, and while much good has been accomplished by this 
method, it is but an incomplete remedy and a very expensive 
one. 

The only complete remedy for corrosion is to coat the in- 
terior of the boiler with a strongly adhesive, elastic, contin- 
uous layer of non-corrodible material. This must be very 
thin so as not to interfere with the transmission of heat, and 
of high conductivity, and it should be metallic in nature in 
order to become part and parcel of the surface of the iron it 
is supposed to protect. This conclusion is the result of ob- 
servation of successful results of a boiler compound in which 
mercurial salts enter into composition, the action of which, 
when subjected to high heat in a boiler under steam, is to 
deposit a dark lustrous enamel-like coating over the entire 
wetted surface of the boiler and its tubes. That the com- 
position as introduced with the feed water contains the neces- 
sary corrective elements to neutralize acidity and precipitate 
the harmful elements of the feed water is to be assumed as a 
matter of course, leaving the amalgam coating to envelop the - 
exposed surfaces and areas and prevent corrosion. 

It is, of course, evident that the writer has in mind a 


JANUARY, 1908. 


definite product—the composition of the Bird-Archer Com- 
pany, of New York. The only living ex-president of the 
United States, who has immortalized some famous. phrases, 
not long ago said in effect that a successful political party 
should be one for the “enunciation of principles, not the de- 
nunciation of conditions.’”’ And so it should be in all things. 
It is well that we should understand causes and effects, but 
of greater importance even that we should understand reme- 
dies, if there be any. Grorce P. HurtcHiIns. 


A Motor Boat Speed Indicator. 


The Nicholson Ship Log Company, Cleveland, Ohio, has 
recently put on the market a motor boat speed indicator. 
This instrument is designed to show the speed at the mo- 
ment, through the water, of motor boats and yachts. The 
principle of operating this instrument is the same as used for 
the well-known Nicholson log. The sea connection is a 3%- 
inch brass pipe, projecting through a 34-inch sea cock, about 


NICHOLSON SKIP Los. 
SPEED INDICATOR 


CLEVELAND, OHIO. 
USA. 
Mites Per Hour. 


Y, inch through the shell of the boat. This pipe acts as a 
scoop which forces the water into a float pipe, causing the 
float to rise and operate the instrument, a hand on the dial 
pointing to the speed the boat is making. It is an instrument 
that will interest all owners of motor boats, sailing yachts and 
small steam yachts. It can be placed in the cockpit or cabin 
of any motor boat or yacht. 


Kowalsky Two=Cycle Gasoline Engines. 


In order to gain its present footing as a motive power for 
marine craft, the gasoline engine has necessarily undergone 
many changes and improvements. Simplicity of construction 
and operation; economy; reliability, great power for size and 
weight; all these have been demanded by buyers, and have been 
realized by the different makers in varying degrees. The 
Kowalsky Engine Company, of Detroit, Mich., has met success 
during the past season, and the results of the Pittsburg Launch 
Club races on Aug. 3 made an excellent showing. On that 
occasion, with a large number of entries, two out of six events 
were won by boats containing these engines, and a third victory 
was apparently certain until the leading launch—Kowalsky 
driven—was run into by another boat and capsized. 

Their 1908 model, a cut of which we show, is distinctive in 
many respects; the cylinder, cylinder head and water jacket 
are cast in one piece, thus avoiding that leakage of circulating 
water into the cylinder, which is so often a source of trouble. 
Another interesting feature is the rotary timer and secondary 


International Marine Engineering XC 


distributor, by means of which one coil may be used for. both 
cylinders, thus insuring regular timing of the explosions. A 
slight change in the wiring, however, allows the use of a 
separate coil for each cylinder if desired. 

Simplicity of construction and operation, together with maxi- 
mum power, is secured through the two-cycle design, while 


every helpful feature has been adopted to insure long life and 


reliable, economical operation. Some of these are the long 
bearings, hardened pins, drop-forged crank shaft, bronze con- 
necting rods, throttling governor, automatic lubrication, jump 
spark ignition, and so on. Perhaps the most desirable point 
about the whole equipment as compared with some others is 
that the engine and propeller run equally well in both direc- 
tions, and may be reversed while running. 


The Economy Piston, 


The water end of any steam pump as manufactured to-day 
is an expensive article for the purchaser; the piston has been 
left in its primitive state for many logical reasons that are 
entirely conclusive to the satisfaction of the pump and packing 


Wii 
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we 
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a 
FOO 


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a 
XY 


wal 
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WHA 


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manufacturers, but this for the user means continued loss and 
expense. The pump manufacturer claims that no improvement 
is necessary, as the pumps are easily sold, regardless of any 
saving or advantages to the purchaser; the packing manufac- 
turer obviously does not favor any improved form of piston 
that will save the packing and materially lessen his sales. 

This piston, made by the Economy Piston Company, 268 
Midland avenue, Montclair, N. J., is shown in the left side of 
the illustration, packed and in normal condition ready for 


XII 


insertion in the pump cylinder, all parts being contracted 
smaller than required in order that the piston may be easily 
placed. When the packing wears, it is forced out against the 
walls of the cylinder, the piston becoming as tightly packed as 
desired, and this may be continued until the expansion parts 
are expanded to the limit, and the packing worn to almost 
nothing, as shown in the right half of the figure. 

This is done by simply removing the cylinder head, loosen- 
ing the nuts on the collar bolts, and screwing the collar bolts 
right-handed. The conic segments travel away from the piston 
body, thus forcing out the cup segments, which in turn force 
out the bull ring and packing. When adjusted to tightness, the 
lock nut is tightened and packing is held in expanded position, 
thereby performing the office of new packing, which may be 
continued as often as desired until all of it has disappeared. 


Drop=Forged Planer Clamps. 


A stiff, substantial drop-forged clamp or clamping head for 
use on planer, lathe, drill press or milling machine, has been 
developed by J. H. Williams & Company, Brooklyn, N. Y. 
Made from a strong, tough grade of carefully selected steel 
and submitted to a special process after forging, increases 
their strength and stiffness. These forgings, time-saving and 


effective, will make possible an assorted, handy lot of clamping 
devices as commercially available as a machine bolt, and should 
prove valuable additions to all machine shop equipments. 
They are made in lengths of 4, 6 and 8 inches, with widths 
from I 3/16 to 2% inches, and a maximum thickness of 1% 
inches. The slots are 136 to 2 13/16 inches long, and 11/16 
to 13/16 inch wide. 


A Unique Electric Generating Plant. 


The illustration shows a novel portable dynamo house 
with direct-connected electric generating set. The outfit is 
constructed to carry 10, 20 or 30 lights, according to the 
candlepower and voltage. When operating at a speed of 850 
‘revolutions per minute, the engine develops 144 horsepower, 
and the dynamo supplies a current of 104 volts pressure. 
The electric generator has a capacity of 7.5 amperes normal 
load, and will carry a maximum load of considerably above 
this amount. The equipment is arranged to operate with 
illuminating gas or natural gas, and also has the carbureter 
arranged to use alcohol or gasoline (petrol) as a fuel, as well 
as oil, the heated air entering the carbureter from an open T 
at the ends, this fitting being slid over the exhaust pipe, and 
the air entering the T being warmed before reaching the car- 
bureter, by coming in contact with the exhaust pipe, thereby 
more easily vaporizing the alcohol or oil fuel. 

For constant load, with a definite number of lights, no 
regulator is necessary, the outfit running with practically con- 
stant speed, and an extra flywheel and a flexible coupling 
taking up the impulses of the engine very satisfactorily. For 
a variable load, the portable house is provided on the left 
thand side with 50 cells of storage battery of 8 or 10 ampere- 
hour capacity, this being sufficient to give good regulation 
and supply a reserve current for night lamps in homes or for 


International Marine Engineering 


JANUARY, 1908. 


extra current during heavy load; taking up current when the 
set is operating at less than full load. The voltage is held 
practically constant by the battery floating on the line, 26 
cells only being necessary when 52-volt lamps are used, and 
the engine and dynamo set is run at a correspondingly lower 
speed, having, of course, at “his lower speed a correspond- 
ingly lower kilowatt capacity. 

For boat lighting this set is satisfactory, as well as for 
charging automobile batteries, a double cylinder engine of 
larger capacity with a larger generator in this case being 
desirable. For store lighting, where a constant number of 


lights are required continuously, a very satisfactory result is 
obtained without a governor of any kind. But for a variable 
load the storage battery plant is necessary, to take up the 
inequalities due to the increased speed when lamps are turned 
off. With the battery in parallel with the engine-generator 
set and lighting circuit, the load and speed are held constant 
on the gasoline motor, even though the number of lights 
is varied. 

The portable house is necessary where the fire underwriters 
object to gasoline being used as a fuel in buildings insured, 
but where gas is employed, a plant of this character can 
readily be employed in a basement of any kind. Similar out- 
fits are in extended use in Germany and England, and with- 
out doubt will be largely used in this country. The foreign 
sets are, however, far more costly, and are all equipped with 
governors and cast iron bases common to both engine and 
dynamo. 

Where a greater output is necessary, two 114-horsepower 
cylinders are mounted together, giving a total of 3 horse- 
power, with a very even turning moment. there being two 
explosions for each revolution of-the dynamv. In this case 
twenty 16-candlepower lamps may be operated. At this out- 
put the muffler entirely deadens the explosions, as in the 
most quiet running automobiles. For larger kilowatt capacity 
for charging electric automobiles, and similar service, two 
3-horsepower cylinders are used, with a generator of 2% 
kilowatts, capable of operating over 40 incandescent lamps. 
These outfits are designed for portable or stationary service, 
and are supplied by the Buffalo Mechanical & Electrical 
Laboratory, Erie County Bank building, Buffalo, N. Y. 


January, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 


“Hand-Book of the Philadelphia Bourse” is a 24-page 
booklet of interest to manufacturers of marine and land ma- 
chinery, tools, equipment and supplies. It describes in detail 
the exhibition features of the Bourse, Philadelphia, Pa., which 
is a permanent exposition of the lines referred to, giving the 
exhibitor more than ordinary office facilities and the opportun- 

. ity to show his machines in motion if he likes, where many 
thousands of visiting buyers are attracted. The booklet is 
illustrated with half-tones showing exhibits of representative 
concerns and is accompanied by a diagram showing floor plan. 


Pipe machines are described and illustrated in a 24-page 
pamphlet published by Crane Company, Chicago, Ill. The ma- 
chines described in this catalogue have a capacity of from % 
to 18 inches. The following description is given of the No. 
1%4 machine with a capacity of 3 to 2 inches: “This machine 
is designed for great rapidity of production. The die head is 
movable, and carries with it adjustable expanding dies, movable 
centering guide jaws for cutting off pipe, and movable reaming 
and gaging device. The dies, four to a set, are actuated by an 
internal cam, operated by a lever. Moving this lever either 
forward or backward adjusts or expands the dies. To remove 
dies, the die head has a hinged door which can be opened and 
all dies exposed. When cutting or threading pipe below 1 inch, 
an extension die head.is supplied, which supports the dies to 
prevent their bending, and should always be used. For cutting 
left-hand threads a suitable cage is supplied which fits into the 
die head. The gripping chuck is of the quick-grip type and 
consists of four jaws, each having two surface contacts, made 
of high-grade tool steel, and by turning a screw can be quickly 
adjusted to grip any size pipe within the capacity of the 
machine. When jaws are set they will grip or release pipe by 
the moving of a lever either to the right or to the left, without 
stopping the machine. At the rear end of the spindle there is 
a universal centering chuck to guide long lengths of pipe when 
threading. A rotary oil pump for supplying oil is furnished. 
When belt driven, change of speed and reverse motion can be 
obtained by countershaft. A complete set of pipe-gage blanks 
for adjusting dies is furnished. Solid bolt, or left-hand dies 
are furnished if desired at additional cost.” é 


‘well known and require little comment. 


Motors and Accessories” is the title of an illustrated cata- 
logue published by the F. A. Brownell Motor Company, 
Rochester, N. Y., successor to the Brownell-Trebert Company. 
This company makes a specialty of large marine motors 
adapted for heavy cruisers, racing boats and pleasure yachts. 


“Perfect Control” is the title of an illustrated booklet pub- 
lished by C. F. Roper & Company, Hopedale, Mass. “Motor 
boat users have wished in vain for a boat which should be 
driven by the simple and convenient gasoline engine, but which 


‘should still possess that perfect control over speed and direc- 
‘tion hitherto found only in connection with a steam plant or 


an electric motor. The Roper speed controlling, reversing 
propeller has been designed with a view to realize this ideal 
and does realize it. A gasoline launch equipped with this pro- 


‘peller can be driven at any speed desired, ahead or astern, from 


absolute rest up to the maximum, with no adjustment of the 
motor or liability of its stopping. The propeller is designed 
so as to keep the resistance on the engine substantially uniform 
whatever the speed of the boat may be, and accordingly all 


‘racing of the engine with its consequent skipping of impulses, 


sudden stops and nerve shaking explosions in the muffler, is 
eliminated. The danger and nuisance of these troubles are 
Suffice it to say that 
with our propeller there need be no apprehension concerning 
one’s ability to control the speed of his boat when making a 
landing or going over places where the bottom is feared or 
known to be rocky. The speed may also be easily adjusted for 
fishing, trolling or the like. This control is obtained by the 
movement of a single lever, which moves the propeller blades 
through the various positions shown in the illustrations as well 
as all intermediate positions. There is absolutely no necessity 
for changing the adjustment of the engine after it is properly 
set for full speed ahead. The strength of the nropeller is 
ample, and its simplicity may be perceived by a glance at the 
cut of its constituent parts. Any machinist can install it. It is 
balanced so perfectly that there is no jerkiness felt in moving 
the blades to reversing position, or vice versa. Another advan- 
tage found in the use of this propeller, which was unsought by 
the designer, is increased speed. Wherever applied thus far 
this result has been noted, and in some cases has amounted to a 
gain of at least a mile an hour in speed without any increase 
in the speed of the engine.” 


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When writing to advertisers, please mention INTERNATIQNAL MARINE ENGINEERING. 


International Marine Engineering 


JANUARY, 1908. 


“Core Box Machines,” “Saw Dado or Grooving Heads,” 
“Universal Trimmers,” “Post Boring Machines” and “Mitering 
Machines” are described and illustrated in catalogues dis- 
tributed by the Fox Machine Company, Grand Rapids, Mich., 
free copies of which will be sent upon application to any of our 
readers. 


The Protection of Machinery from Rust and Corrosion. 
—A slushing compound made by Warren Brothers’ Company, 
93 Federal street, Boston, Mass., is stated to be the best method 
for the protection of machinery from rust and corrosion, and 
the manufacturers state that when protected by their compound, 
machinery may be immersed in salt water without bad effect. 
It is stated that this compound dries in from 15 to 20 minutes, 
and then may be handled without danger of exposing parts 
slushed. This compound is applied with a brush, and is said 
to cover about 1,200 square feet per gallon. It may be easily 
and quickly removed with waste and kerosene. The manufac- 
turer states that Warren’s slushing compound is not a paint, 
grease or lacquer, but a scientifically prepared chemical com- 
position, which will withstand rain, sunshine, heat and frost. 


Advantages of Amorphous Graphite as a Lubricant, by 
H. C. Woodruff. “Although the excellence of graphite for all 
sorts of lubrication and its particular adaptability to certain 
difficult lubrication is a matter with which most of us are 
familiar, few, perhaps, are cognizant of the fact that there are 
two forms of graphite—flake, or foliated, and amorphous, or 
non-structural, graphite—and that though chemically the same 
the latter is capable of finer pulverization, and with careful 
treatment may be reduced to an impalpably fine powder, abso- 
lutely free from grit or any sort of harmful impurity. Flake 
graphite, on the other hand, no matter how finely pulverized, 
always retains its original mica-like or crystalline structure and, 
comparing one with the other, there is a vast difference in 
nature, texture, action and effect. In the first place, amorphous 
graphite is adhesive in the highest degree. It stays put, and 
adhesiveness is one of the first requisites of an efficient lubri- 
cant, in that to cool a hot bearing it is absolutely essential that 
the lubricating agent ‘stay put’ where applied. To illustrate: 
Take a pinch of finely pulverized amorphous graphite and rub 
same in the palm of the hand, on paper or on some other con- 
venient surface and observe its action. Note that the more one 
rubs the more effective the lubrication, for this form of graphite 
is not easily removed from surfaces in frictional contact, but 
maintains constant and effective duty right at the point of con- 
tact, and is at its best under heavy frictional pressure, in that 
as above stated it is adhesive in the highest degree—‘stays put’ 
—and there is absolutely no waste; as every particle is an active 
lubricating factor. Then, too, as an impalpable powder it 
readily and quickly penetrates and distributes itself in a smooth, 
slippery, even coating between the tightest bearings, filling 
every pore, crevice and interstice, thereby evening irregular 
bearing surfaces and reducing friction to a minimum. Let us 
also see how, mixed with lubricating oils, this amorphous 
graphite will minimize friction. A microscopic examination of 
perfectly smooth bearings—cylinder surfaces for instance—will 
disclose many minute irregularities which, in the nature of 
things, must be productive of more or less friction. This 
friction, of course, means wasted energy—energy that instead 
of being utilized as power is absorbed as heat—a condition that 
more often than not means an overheated bearing with the con- 
sequent loss of time and temper. To effectively overcome this 
friction and utilize this otherwise wasted power, a lubricant 
possessing considerable ‘body’ is required—that is, a substan- 
tial lubricant of such a nature as to eliminate as far as possible 
these microscopical irregularities and provide a bearing offer- 
ing minimum resistance to the surfaces in play. Experience, 
which is man’s teacher, has not only demonstrated time and 
again that oil in itself will accomplish this only to a certain 


extent. but it has also taught that pure soft, finely powdered ° 


graphite, properly and judiciously applied, will do wonders,-so 
it only remains to make the proper application of the right 
sort of graphite. It has, therefore, long been the endeavor of 
intelligent engineers to secure a graphited oil, that is to say, an 
oil in which graphite floats or is held in suspension without 
precipitation, sufficiently long to perform its duty, for it is 
easy to see the great advantage to be derived from the use of 
an oil having every drop impregnated with solid lubricating 
matter. This seemingly simple problem, however, is one that 
has until lately baffled engineers of experience, but it has now 
been found that amorphous graphite when reduced to an im- 
palpably fine powder will, when mixed with oil in the pro- 
portion of about one teaspoonful to the pint of oil, remain in 
perfect suspension long enough to feed through lubricator 
tubes without clogging, thus causing every drop of oil to carry 
its mite of graphite. The United States Graphite Company. 
Saginaw, Mich., prepares a lubricating graphite of this de- 
scription.” 


Try Squares 
Caliper Squares 
Steel Rules 


FINE MECHAN- 
ICAL TOOLS 
OF ALL 


THEL.S.STARRETT CO. 
ATHOL.MASS., U.S.As 


Instruments 
of 
Precision 
Catalog No. 17-L Free 


The 
L. S. Starrett Co. 


ATHOL, MASS, 


ame = rm iuuduui ou 


= "y'S"N “SS UW JOHIY "09 L1autivis "s "4 3H1 


COLEMAN'S LIQUID COPPER 


FOR. SHIPS’ AND YACHTS’ BOTTOMS, 


applied by brush, is universally used. It exposes 
to the water a contact surface of substantially 
pure copper. 
Its merits are: 
Ist—Lower cost than any other method of obtaining a copper 
coating. 

2nd——Non-fouling as pure sheet copper. 

3rd—Renders hulls of wooden vessels, and piles, worm proof. 

4th—WIII last indefinitely with occasional touching up. 

5th—Averages increased speed, 


At the present price of ingot copper it retails . 


for $6.50 per gallon. The insulating paint for 
steel and iron vessels, to prevent galvanic action, 
retails for $3.50 per gallon. One gallon covers an 
average of 250 square feet, making the cost for 
copper coating steel and iron hulls, exclusive of 
labor and docking, under five cents per square foot. 

Shipments made F. O. B. Boston. 

Money order, draft or certified check must 
accompany order. 


G. D. COLEMAN, Mfg. Chemist 


BOSTON, MASS. 


When writing to advertisers, pledsé mevtidd INTERWATIONAL MAginy ENGINEERING. 


JANuARY, 1908. 


International Marine Engineering 


Tenth and 
Latest Edition 


Copy 75-C FREE 


CRAPHITE 
Aba 
LUBRICANY 


This booklet is brimful of just such in- 
formation as you can use in your daily 
work. Modern methods of Iubricating various kinds 
of machinery, little engine room “kinks,” discovered 
by resourceful engineers—over 80 pages in all, 12 pages 
on marine lubrication. 


Write for FREE copy No, 75-C 


Joseph Dixon Crucible Co. 
Jersey City, N. J. 


Plastic bronze is the subject of a pamphlet distributed by the 
Ajax Metal Company, Philadelphia, Pa. This pamphlet states 
that the company was led to experiment in the endeavor to 
produce an alloy with lower tin and higher lead content, and 
that by means of a process invented and patented in 1900 it has 
been enabled to alloy copper and lead in any proportions with 
or without tin. The company has adopted a formula contain- 
ing 30 per cent lead and 5 per cent tin for general purposes. 
This the company terms “Ajax Plastic Bronze.” 


| 4 f Y ie Ns 
E Nicholson Ship Log and Speed Indicator is,¢.%2tiee! departure from 


T has no trailing line outside, and is not connected with the Engine, but is 
built in, and becomes a part of the Ship. 

It performs four separate and distinct operations, viz.: Keeps the time, shows 
at all times the speed in knots or miles per hour, counts the distance traveled, 
and records the same on a paper chart showing every variation in speed during 
the trip. The Log can be placed in the chart room, pilot house, or on the 
bridge, or where most convenient. Send for catalogue. 


NICHOLSON SHIP LOG CO. 
CLEVELAND, OHIO, U.S. A. 
Eastern Agents: BARRETT & LAWRENCE, 662 Bullitt Building, Philadelphia, Pa. 


9 


The serial on pressure reducing valves, by W. H. Wake- 
man, is still running in Graphite, published monthly by the 
Joseph Dixon Crucible Company, Jersey City, N. J. Those of 
our readers mentioning this magazine will be put upon the 
free mailing list of Graphite, which will be found interesting 
to all engineers and others interested in the subject of lubrica- 
tion. 


“Speed Wheels” are the subject of a 32-page catalogue 
handsomely illustrated in several colors, issued by the Michigan 
Wheel Company, Grand Rapids, Mich. This is the company’s 
new 1908 catalogue just off the press, and should be in the 
hands of every user and prospective user of propellers. “This 
is the most complete catalogue ever issued on propeller wheels, 
reverse gears and accessories, and we claim to be the largest 
manufacturers of these specialties in the world. We sell 
more than all the other manufacturers combined. Marine 
gasoline engines are not reversible the same as a steam engine, 
so it has been necessary to provide some suitable mechanism 
to control the boat. either going ahead full speed, stopping or 
backing up. This is done satisfactorily by either a reversible 
propeller wheel or a reverse gear and solid propeller wheel. 
They each have their advantages and disadvantages, so it is a 
matter of choice to the user between the two. A‘ reversible pro- 
peller controls the boat by changing the pitch of the blades 
from full pitch ahead (full speed ahead), neutral (standing 
still), full pitch back (reversing or backing up). The blades 
can be readily adjusted to suit the power and model of hull for 
speed. They are light in weight and occupy but little space. 
The hub is small and reversing mechanism of great strength 
and rigidity, and very simple in construction. The two and 
three-blade reversible wheels are designed on the same lines 
as our famous standard speed propeller wheels, and have the 
same form and pitch. They will produce the same speed. The 
blades are in the center of the hub, perfectly balanced and easy 
to operate. They are giving such universal satisfaction that 
they have revolutionized the use of the reversible propeller 
wheels. The brass sleeve rotates with the shaft, and is moved 
longitudinally by the reverse lever. This sleeve operates the 
blades and fork. The water is kept from entering the boat by 
an outside combination stern bearing and stuffing box, also by 
an inside stuffing box. Weeds, sand, etc., cannot interfere with 
the reversing of these wheels. It is impossible, by striking any 
obstruction, to injure the hub’ or fork so that either will 
refuse to reverse. The reverse lever and latch are made of 
heavy malleable iron, the quadrant and fulcrum of cast iron 
and the stern bearing, outer and inner stuffing boxes, thrust 
and clamp collars are of bronze. The outer tubing or sleeve 
is of brass, with stern bearing babbitted.” 


“Coe’s Improved Combustion and Draft System” is the 
title of a booklet distributed by George H. Thacher & Com- 
pany, Albany, N. Y. This device consists primarily of four 
main parts. “First, the balanced draft regulating mechanism 
controls the stack or fire damper and the admission of steam 
through the superheater to the jet blower, holding the boiler 
pressure within a variation of 3 pounds. Second, the super- 
heater is located according to the setting of the boiler at the 
point where the full force of the hot gases of combustion strike 
it, usually directly back of the bridge wall in the return fire- 
tube type, or above the tubes directly in front of the first 
baffle plate in the water-tube type. Steam is drawn from the 
main line and superheated until it becomes practically a gas as 
it enters the blower, thus reducing the consumption to a mini- 
mum and preventing the possibility of injury to the boiler. 
Third, the twin tube jet blower is located in the back or side 
wall of the boiler. and is connected with the fire-box by suit- 
able air ducts, through which a jet of highly superheated steam 
is discharged, forming a partial vacuum and drawing with it 
a quantity of air, giving the desired pressure under the grate, 
thus supplying the gases necessary for combustion. On ac- 
count of the efficiency of the blower less than 3 per cent of 
steam is used, and in conjunction with the superheater this 
consumption may be materially reduced, making it the most 
economical forced draft system on the market. Fourth, the 
Coe sectional shaking and dumping cut-off grates consist of the 
usual bearing and supporting bars, which carry specially de- 
signed rocking frames. The design of the patented journals 
and the side or bearing frame into which they fit, does away 
with all wedges or blocks for holding grates in position. It is 
stated that this system may be installed in any type of boiler 
without change to setting; that it positively prevents formation 
of clinkers from the combustion of any coal; that it reduces 
the cost of relining furnaces of boilers 50 per cent; that it works 
no injury whatever to boilers, and that it gives increased rate 
of combustion which does not depend upon the height of the 
stack. 


When writiig to advertisers, please mentidén INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JANuARY, 1908. 


“Valves and Fittings for Ammonia” is the title of a hand- 
somely printed and illustrated cloth-bound volume of 124 
pages issued by Crane Company, Chicago, Ill. The valves 
and fittings illustrated in this catalogue, with the sole exception 
of malleable iron screwed fittings, are an entirely new line, 
and were designed to meet the demands of the most approved 
engineering practice as to standards, interchangeability of parts, 
proportions, thickness of metal, etc. Crane valves and fittings 
for ammonia are suitable for working pressures up to 250 
pounds, and are subjected to an air-under-water test of 300 
pounds. The company has tested different sizes of ammonia 
valves to 4,000 pounds without breaking. 


“Flake Graphite” is the title of a booklet published by the 
Joseph Dixon Crucible Company, Jersey City, N. J. “Dixon’s 
Ticonderoga Flake Graphite makes the better lubrication pos- 
sible. It is the master key to the most difficult problems of 
lubrication. Graphite occurs naturally in two forms, the crys- 
talline and amorphous, but the latter is usually closely associ- 
ated with grit or clay, or other impurities, and is, therefore, 
not fit for lubricating purposes. The crystalline form is the 
one exclusively used for this purpose, and the foliated or thin- 
flake form, such as the Dixon mines in Ticonderoga, N. Y., 
supply in abundance, is especially valuable. Dixon’s Ticon- 
deroga flake graphite is a pure, foliated, water-dressed and air- 
floated American graphite. It has unrivalled smoothness and 
softness and endurance. It is entirely inert and not affected by 
heat, cold, acids or alkalies, and added to oils or greases in- 
creases their efficiency and endurance to a marvellous degree. 
Lubricating graphite improves the condition of the rubbing sur- 
faces by filling up all the pores and microscopic irregularities, 
providing a coating or thin veneer of great endurance and re- 
markable smoothness. Graphite may be fed dry or mixed with 
water, oils or greases in various proportions according to the 
circumstances and requirements. We are always glad to give 
advice and aid as to ways of feeding graphite and the amount 
necessary for best results.” 


A Valuable Book on Rivets.—‘“Scientific Facts and Other 
Valuable Information About Victor Boiler, Structural and Ship 
Rivets” is the title of a handsomely printed and illustrated 
catalogue of 78 pages, published by the Champion Rivet Com- 
pany, Cleveland, Ohio. This catalogue contains a great deal 
of information of interest to users of rivets, and a free copy 
will be sent to every reader who will mention this magazine. 
Included in the catalogue are the essays on “How to Heat and 
Drive Good Steel Rivets,” which were awarded the prizes 
tendered by. the Champion Rivet Company at the annual meet- 
ing of the International Boiler Makers’ Association, held in 
Cleveland, last May. There is also a report on physical and 
mechanical tests made of Victor Steel Rivets. These tests are 
all practical, and the originals may be seen in the office of 
the company, or if anyone desires to repeat the tests for his own 
satisfaction, sample rivets will be sent upon application. In the 
back of the catalogue is a series of illustrations showing some 
of the important work in which Champion rivets have been 
used, such as the United States cruisers Washington and Des 
Moines, the Great Northern steamship Minnesota, the Russian 
cruiser Variag, the great locomotive No. 989 made by the 
American Locomotive Company, the United States Custom 
House in New York City, various water-tube and Scotch 
boilers, dry-docks, bridges, office buildings, etc. 


IF YOU USE THE KING 
OF METAL POLISHES 


ARE YOU LOOKING 


FOR YOUR BOAT? 


UNITED STATES METALLIC PACKINGS 


BRILLIAN 


It is a great MARINE FAVORITE 
Manufactured by F. M. TRAFTON CO., 176 Federal Street. Boston, Mass., U. S. A. 


THE MARINE 
FOR A PRODUCER GAS PRODUCER CO. 


941 Exchange Building, 
BOSTON, MASS. 


THE BOUND VOLUME 


OF 


International Marine 
Engineering 
FOR 


January-December, 1907, is now ready 
for delivery 


PRICE, $4.00 


Buyer Pays Express Charges 


NEW YORK 
Whitehall Building, 17 Battery Place 


LONDON 
Christopher Street, Finsbury Square, E. C.’ 


“High Speed Sensitive Drills” are the subject of catalogue 
No. 30, issued by the Fox Machine Company, Grand Rapids, 
Mich. “There is no class of machinery more widely used than 
sensitive or high-speed drills. While not an expensive part of 
a machine tool equipment they are vital nevertheless and should 
be carefully chosen. Their use should be much more universal 
than it is. Small holes cannot be drilled with a large machine 
without having the breakage in drills a serious matter. 
Wherever two or more different sized holes have to be drilled 
in the same piece, or drilling and tapping or reaming has to be 
done in the same piece a multiple spindle drill should be used 
so that all the work can be completed in one handling of the 
piece and one setting in the jig will be sufficient. A detailed 
comparison with all competing machines and a careful con- 
sideration of both quality and price usually leads to the placing 
of at least a trial order for Fox drills. We ask for nothing 


YOU HAVE THE BEST 
IN THE WORLD 


We are prepared to furnish GAS PRODUCERS of 
suitable size to run MARINE ENGINES from 25 to 
100 H. P., using. Anthracite Pea Coal as fuel. 
These PRODUCERS are light in weight, occupy 
small space and head room, are reasonable in first 
cost, and show great economy in operation over 
either steam or gasoline. ‘ 
They can be used.with almost any make of four- 
cycle gasoline engine, by making some slight 
changes in the engine. 

They may be installed, in connection with engines 
already in use, at some sacrifice of capacity. 


FOR PISTON RODS AND 
VALVE STEMS OF MAIN 
AND AUXILIARY ENGINES 


RELIABLE—SATISFACTORY—EFFICIENT 


The United States Metallic 


CHICAGO, 509 Great Northern Bldg. ||. 


427 N. Thirteenth St., PHILADELPHIA 


Packing Co. 


When writing to advertisers, please mention’ INTERNATIONAL MARINE ENGINEERING. 


January, 1908. International 


Marine Engineering 


“Asbestos Papers,” “J-M Asbestos Lead Joint Runners,” 
“Noark Fuse Plugs” and “J-M Insulated Arc Lamp Hangers” 
are the titles of folders recently published by the H. W. Johns- 
Manville Manufacturing Company, 100 William street, New 
York City. 

Eighty Pages on Lubrication.—The actual experience of 
practical men and the scientific experiments of learned authori- 
ties are concentrated in Dixon’s latest book, “Graphite as a 
Lubricant,’ tenth edition, published by Joseph Dixon Crucible 
Company, Jersey City, N. J. Every one interested in machin- 
ery will find lots of valuable information in this attractive 
volume. Sent free to those interested—write for copy No. 
75-C. 

Light milling machines are described and illustrated in 
catalogue No. 29, published by the Fox Machine Company, 
Grand Rapids, Mich. The company states that its attention 
was called to the fact that the field for specializing the manu- 
facture of light milling machines was unoccupied, and that it 
was very apparent no one had made any successful effort to 
meet the special need for manufacturing light millers. After 
investigating the field for machines of this type the company 
went to work and the results speak for themselves. 


“Pattern Shop Equipment” is the title of a handsomely 
illustrated catalogue of 64 pages, published by the Fox Machine 
Company, Grand Rapids, Mich. This catalogue includes a full 
line of tools the company places on the market, especially for 
pattern shop use. Prices for equipment will be sent upon ap- 
plication. The company issues separate catalogues of its ma- 
chine tools and woodworking tools, and will forward these or 
any other of its catalogues upon request to any readers men- 
tioning this magazine. 

The monthly stock list issued by the Bourne-Fuller Com- 
pany, Cleveland, Ohio, shows in detail the line of iron and 
steel materials the company has in its warehouse for the ac- 
commodation of customers whose requirements cannot await 
deliveries from the mills. Such shipments, however, are but a 
part of this company’s business. Through close connections it 
is prepared to ship directly from the mills to its customers all 
orders or contracts in the way of merchant iron and steel and 
pig iron and coke. All of our readers who will mention this 
magazine will be placed on the company’s free mailing list to 
receive the stock list regularly. 


“Reliance” water columns and steam traps are the subject 
of literature distributed by the Reliance Gauge Column Com- 
pany, Cleveland, Ohio. Regarding the company’s water col- 
umns, the statement is made that over 38,000 are in daily use, 
that they have been on the market for years, and that they are 
in use in every State and Territory of the United States and 
in many foreign countries. 

“Alundum, its Invention and Use,” is the title of a pam- 
phlet published by the Norton Company, Worcester, Mass. 
This pamphlet traces the development of grinding, beginning 
with the old-fashioned grinding stone, followed by the emery 
wheel up to the Norton Company’s new product, called Alun- 
dum, which the company manufactures in an electric furnace 
plant at Niagara Falls. 

Marine engines, centrifugal circulating pumps, lumber and 
freight hoists, marine boilers and marine electric sets and 
surface condensing apparatus are the subject of the 1908 sup- 
plement to catalogue No. 17, published by Marine Iron Works, 
Station A, Chicago, Ill. Those of our readers who already 
have catalogue No. 17 will certainly wish to receive this sup- 
plement. Either the supplement, the main catalogue, or both, 
will be sent free upon request, to those mentioning INTERNA- 
TIONAL MARINE ENGINEERING. 


TRADE PUBLICATIONS 


GREAT._{BRITAIN 


Sanitary appliances are the subject of a fully illustrated 
catalogue of 36 pages, published by George Gennings, Ltd., 
63-67 Lambeth Palace Road, London, S. E. This firm makes 
a specialty of sanitary appliances for marine use. 


Metallic packings are described in a 70-page illustrated 
pamphlet published by Lancaster & Tonge, Ltd., Pendleton, 
Manchester. This catalogue states that “The Lancaster” patent 
metallic packings have been supplied to the British and many 
foreign navies and to the principal engineers in Great Britain 
and abroad. Appended in book form will be found the ex- 
perience of users. The packings they refer to were all sup- 
plied on approval and guaranteed, and the company still ad- 
heres to this feature of its business. 


REFRIGERATING AND 
ICE MARKING MACHINERY 


ECONOMICAL 


STRONG 
MATERIALS 


BEST 
WORKMANSHIP 


HIGHEST 
EFFICIENCY 


MAXIMUM 
EFFICIENCY FOR 


MINIMUM 


OPERATING AND 
REPAIR EXPENSE 


GUARANTEED 


“Great Lakhes’’ Refrigerating Machine 
Write for Catalogue “‘B” 


GREAT LAKES ENGINEERING WORKS 
DETROIT MICHIGAN 


ANTONIO C. PESSANO 
President and Gen’l] Manager 


H. W. HOYT 
Vice-President 


JOHN R. RUSSEL 
Secretary and Treasurer 


GEO. H. RUSSEL 
Vice-President 


11 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JANUARY, 1908. 


Illustrations of machinery manufactured by W. H. Allen, 
Son & Company, Ltd., Queen Engineering Works, Bedford, 
are shown in catalogue No. 25 which this firm is distributing. 
This catalogue consists of several sections, giving illustrations 
of this firm’s machinery. Section 1 is devoted to open and 
enclosed engines; the next section to surface and jet condens- 
ing plants; the third section illustrates centrifugal and turbine 
pumps, and the last section forced and induced draft fans. 


“Patent Pilot Packing” is the subject of folders distributed 
by the Beldam Packing & Rubber Company, 93 and 94 Grace- 
church street, London, E. C. “Pilot packing is a combination 
of asbestos and white metal, manufactured on scientific prin- 
ciples which ensure the following advantages: 1. The metal in 
the packing is concentrated on the actual wearing surface and 
forms a continuity of metal on the rod. 2. In actual use the 
pressure of the gland forces the white metal on to the rod 
and a series of white metal rings (asbestos protected) is formed 
in the stuffing box. 3. The rods are kept as smooth as glass, 
and cannot possibly be scored. 4. The highest temperatures do 
not affect this packing. 5. It is perfectly pliable and its dura- 
bility is very great. Pilot packing is specially designed to stand 
the highest pressures, and is in use in a number of steamers, 
etc., working at 220 pounds and upwards. Any size supplied in 
lengths or in rings.” 


Pistons and piston valves are described and illustrated in 
an illustrated pamphlet published by Lancaster & Tonge, Ltd., 
Pendleton, Manchester. “Our piston packings have stood the 
test of over twenty-one years’ experience, during which time 
over 30,000 have been sold. They secure a steam-tight piston 
with a minimum of friction, and are very simple in construc- 
tion, whilst they are self-adjusting and reliable even in un- 
skilled hands. They are used by many of the principal marine, 
stationary and traction engine builders, many specifying them 
exclusively. Three firms alone have had over 6,000 sets, rang- 
ing up to 110 inches diameter. Large numbers have also been 
supplied for marine purposes, and they are in use on some of 
the largest liners, the North German Lloyd having given us 
many repeat orders during the last few years. We still con- 
tinue to supply new customers with Lancaster piston rings and 
springs on approval for three months’ free trial, and we guar- 
ante the efficiency of these piston packings at all pressures and 
speeds. 


“Ships’ Fittings” and “Ships’ Side Lights” are the titles 
of illustrated catalogues published by Carron Company, Stirl- 
ingshire. These catalogues and others issued by the same 
company embrace almost every kind of ships’ fittings and fur- 
nishings, and should be in the hands of every shipbuilder and 
steamship company, and a free copy will be sent to all of our 
readers mentioning INTERNATIONAL MARINE ENGINEERING. Re- 
garding Carron Company’s patent saloon lights and other 
fittings the statement is made that they are used by the leading 
shipping companies throughout the world and that they have 
been adapted by the Admiralty. 

Piston rings, metallic packing, steam driers, steam traps, 
etc., are described and illustrated in a booklet published by 
Princeps & Company, Sheffield. Regarding this company’s 
combination metallic packing the statement is made: “This 
is a cheap form of a floating metallic packing designed to meet 
any class of engine; it is designed so as to enable you to use 
the present gland and neck ring, and takes the place of ordinary 
asbestos. It is adjusted by screwing up the gland with the 
fingers only; this is quite sufficient to withstand 120 pounds 
boiler pressure. The anti-friction metal rings only are in con- 
tact with the rod, and they are free to move in any direction 
with the rod without breaking joint; the expansion of the 
compo gives the required pressure to the packing rings to keep 
them in contact. We have had numerous enquiries for a cheap 
form of a floating metallic packing that can be easily applied, 
which has induced us to put this packing on the market.” 

The “Griffin” improved patent system of low-tension mag- 
neto electric ignition is described in a pamphlet published by 
the Griffin Engineering Company, Ltd., Bath. “While fully 
recognizing the inherent advantages of the magneto as a spark- 
ing agent, the Griffin Engineering Company, Ltd., have hitherto 
(in view of the serious difficulties above described) refrained 
from fitting their motors with this system, pending their 
elimination. For some time past we have given special at- 
tention to these various points, and carried out a series of 
experiments with a view to improving and generally simplify- 
ing the entire system, with the gratifying result that under the 
protection of three distinct British and foreign patents, we 
have satisfactorily overcome all difficulties, and rendered the 
entire system absolutely simple and efficient, at all speeds and 
compressions, either high or low, and equally suitable for either 
single or multi-cylinder motors of any power.” 


CHARLES GRIFFIN & CO., Ltd., Publishers, London, ENGLAND. 


JUST PUBLISHED. 
With 286 Pages, 40 Folding and 9 other Plates, and very numerous Illustrations in the Text. 


In Large 8vo. Handsome Cloth. 


PRESENT-DAY 


ais. 6d. NET. 


SHIPBUILDING 


By THOMAS WALTON, Author of “STEEL SHIPS,” “KNOW YOUR OWN SHIP,” &c. 


Chapter I.—CLAssIFICATION.—Societies empoweved—The assignment of loadlines—Gvrades and maintenance of class. 
Chapter Il.—OvuTLINE oF PRINCIPAL FEATURES AND ALTERNATIYE MODES OF SHIP CONSTRUCTION.—Framing— 


Butts— Beams—Scantlings, &c. 
Deck—Raised Quarter, Shelter, 
newer types of vessels, 


General 
Contents: 


details, &c.—Ventilation—Pumiping—Launching. 


Prospectus. 


send copies post free to any address. 


JUST PUBLISHED. 


In Large 8vo. 


Second Edition. Revised and Enlarged. 


Chapter III.— Types oF VEsSSELS—Thiee, 
Well and Shade-Deck Vessels, &¢.—Description and Illustration of some noted, and some 
“ Lusitania,’ ‘‘ Mauretania,’ G&c.—Turret Steamers—Tvunk Steamers 
Framed Steamers—Stvingerless Steamers—Collievs—Oil Steamevs—Water 
STRUCTION.—Rivets—Butts—Keel Blocks—Launching 
QuESTIONS AND ANSWERS. 


Two and One-Deck—Spay and Awning 


Self-Trimming, Cantilever 
Ballast. Chapter IV.—DeEratts oF Con- 
Ways—Frames—Floovs—Beams—Fillarvs—Ruddevs—M iscellancous 
INDEX. 


The Publishers have an illustrated descriptive Prospectus of this important new work, and will be Bleed to 


2is. NET. 


Cloth. With 528 Pages and 157 Illustrations. 


LUBRICATION & LUBRICANTS 


A Treatise on the Theory and Practice of Lubrication and on the Nature, Properties, and Testing of Lubricants. 
By LEONARD ARCHBUTTI, F.I.C., F.C.S., and R. MOUNTFORD DEELEY, M.!.Mech.€. 


I.—Friction of Solids. 
General ITV.—The Theory of Lubrication. 


Contents: — of Lubricants. 
Mechanical Testing of Lubricants. 
Machinery. INDEX. 

Press 


Opinions: 


IIl.—Liquid Friction or Viscosity, and Plastic Friction. 
V.—Lubricants, 
Properties and Methods of Examination of Lubricants. 
VIII.—The Systematic Testing of Lubricants by Physical and Chemical Methods. 
X.—The Design and Lubrication of Bearings. 


I1I.—Superficial Tension. 
their Sources, Preparation and Properties. VI.—Physical 
VII.—Chemical Properties and Methods of Examination 
IX.—The 
XI.—The Lubrication of 


“ The book is a most valuable and comprehensive treatise on a subject of the greatest importance to engineers. "_Eugineering. 
“The subject of lubrication is one with which every engineer is unavoidably concerned. 
selves with the theory and practice of the subject could not do better than consult this well-written work.”—Times. 


Those who wish to acquaint them- 


CHARLES GRIFFIN & CO., LTD., EXETER ST., STRAND, LONDON, ENGLAND. 


Wher writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


January, 1908. 


Steam steering gears and ash hoists are described and 
illustrated in a catalogue issued by Carron Company, Stirling- 
shire. 

Engineering specialties of many kinds, such as portable 
dynamometers, continuous double diagram indicators, patent 
pocket pitchometers and speedmeters are the subject of illus- 
trated circulars published by Dobbie McInnes, Ltd., 45 Both- 
well street, Glasgow. 

“Sanitary Appliances for Ships” is the title of a very fully 
illustrated and handsomely printed catalogue of 138 pages, 
issued by Shanks & Company, Ltd., 81 New Bond street, Lon- 
don, W. This is the most complete catalogue in its line that 
we have ever seen, and it should be in the hands of every ship- 
builder, ship owner and nayal architect. A free copy will be 
sent to every reader mentioning INTERNATIONAL MARINE 
ENGINEERING. 

“Positive Lubrication” is the title of a folder published by 
the Combination Metallic Packing Company, Ltd., Gateshead- 
on-Tyne. This company’s sight feed automatic oil pump is a 
force feed lubricator, the oil under great pressure being forced 
through small tubes to the spot where it is needed. It is not 
a ram but a genuine reciprocating pump. It does not require 
the constant attention of the engineer but starts and stops with 
the engine. Many other advantages are claimed for this pump. 


Portable electric drilling machines are described in an 
illustrated catalogue mailed by the Light Electric Motor 
Company, Ltd., Ilford, Essex. This machine is designed for 
engineers, shipbuilders, boiler makers, bridge builders, etc., 
and also may be connected to any incandescent lighting circuit. 
It is said that owing to the special construction of the motor 
no over-load cut-out is necessary; that is to say, should the 
drill “stop dead” in going through a hole no immediate burning 
out of the motor can take place. 

A catalogue and price list of forgings, drop forgings and 
stampings is issued by the Central Marine Forge, West Hartle- 
pool, This company makes forgings for stern frames, rudder 
posts and frames, keel bars, stem bars, iron and steel shafting, 
connection rods, piston rods and other heavy forgings in iron 
and steel to 17 tons in weight, and drop forgings in iron, steel, 
nickel steel, aluminum, copper and Muntz metal from I ounce 
to I cwt, in weight. Since its establishment the Central Marine 
Forge has made about 500 large stern frames. 


International Marine Engineering 


“The Metallic Packing that is Used in Twenty Navies, 
800 War Vessels, 1,000 Passenger and Merchant Vessels” is the 
title of a folder published by “Combination” Metallic Packing 
Company, Hillgate, Gateshead. 

The 1907-8 calendar issued by the Armstrong College, New- 
castle-upon-Tyne, is a volume of 400 pages. ‘This college 
has complete courses in naval architecture, engineering, elec- 
trical engineering, mining, metallurgy, agriculture, pure science 
and letters. Full particulars may be obtained from F. H. 
Pruen, Esq., secretary of the college. 

“Lion” packings are the subject of a catalogue published by 
James Walker & Company, “Lion” Works, Garford street, 
West Indian Dock Road, London, E. This firm makes a spe- 
cialty of packing for steam hammers, “Poplar” packings for 
low-pressure, circulating and air pump valves, and, in fact, all 
kinds of packing. 


BUSINESS NOTES 


AMERICA 


“A Neep Brincs Forth A REMEDY.”—That a remedy is 
necessary when making up a pipe joint is the statement made 
by the Edgecombe Company, Cuyahoga Falls, Ohio, and the 
remedy it offers is its “Red Cross” pipe joint compound. The 
company states that “science has not been able to produce a 
steel which will not wear,-and it is evident that the only way 
to solve this problem is to use some material which will fill the 
spaces when making up the joint. If we could find a material 
as lasting as the pipe itself the joint would be as perfect as 
a jointless pipe. In the past we have depended upon red and 
white leads to accomplish this result, but neither has ever done 
it. Both are poisons. Both are chemical compounds and 
readily decomposed by the electric current, and neither of them 
has the body requisite to insure life—they are simply thick 
paints that dry hard, and you have to break the fitting to take 
downa joint. Modern research has produced a material which 
will fill all these spaces, even the minute ones, and with a ma- 
terial as durable as the iron itself, as it cannot be destroyed or 
changed in form. Red Cross Pipe Joint Compound is war- 
ranted to do all this. It is sent to any person with an agree- 
ment that if it does not fully fill the bill you are under no 
obligations to pay for it, or if you did pay for it your money 
is returned.” 


> 


nS 


~—INTERLOCKIN 


im Sele mgt i ae pee 


Particularly adapted for Court Houses, Banking Institutions, Church Aisles, Hospitals, 
Libraries, Business Offices, Restaurants, Vestibules, Elevators, Kitchens, 
Laundries, Pantries, Bathrooms, and for Steamships and 
floating property generally. 


NEW YORH BELTING AND PACHING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICAGO, ILL., I50O Lake Street 
ST. LOUIS, MO., 218-220 Chestnut Street 
PHILADELPHIA, PA.,118-120 North 8th Street 


SAN FRANCISCO, CAL., East 11th Street and 3d Avenue. Oakland 


BOSTON. 232 Summer Street 


BALTIMORE, MD. 114 W. Baltimore Street 
BUFFALO, N. Y., 600 Prudential Building 
PITTSBURGH, PA., 913-915 Liberty Avenue 
SPOKANE, WASH., 163 S. Lincoln Street 
LONDON, E. C., ENGLAND, 58 Holborn Viaduct 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


January, 1908. 


Tue MacKinnon Borter & Macuine Company, Bay City, 
Mich., is installing additional machinery in its boiler works, 
consisting of a Kling rotary shears, capacity 34-inch plate; 
Lennox bevel shears, capacity 34-inch plate; Whiting punch, 
48-inch throat, with structural jaw, and a high-speed cold 
saw with a capacity of cutting a 15-inch 42- -pound beam in 28 
seconds. 

Tue PENBERTHY INJECTOR ComMPpANy, Detroit, Mich., was 
organized in 1886. “The president of the company, Mr. S, Olin 
Johnson, was at that time the general manager of the Detroit 
Knitting & Corset Works. The inventor of the original Pen- 
berthy injector was one William Penberthy, of Leadville, Col., 
who on his way East stopped at the exposition at Chicago, held 
during that year, where he saw an exhibit of an automatic re- 
starting injector, which so interested him that he devised what 
he thought to be an improvement. This injector was brought 
to the attention of Mr. Johnson, a test was made, which proved 
fairly satisfactory and a patent was applied for and granted. 
Mr. Johnson set aside in the building of the corset works a 
room about 20 by 30, and installed therein a tool lathe and two 
brass lathes and began the manufacture of the injector which 
was at the time of the organization of the company called 
Penberthy. It is a matter of history unknown to the general 
public that the injector, so called, and invented by Mr. Pen- 
berthy was an absolute failure. There were 170 of these in= 
jectors made, and within sixty days after they were sent out 
they were recalled and melted up. In the meantime the com- 
pany had improved on the original injector, manufacturing 
4,000, which proved very satisfactory. Experiments developed 
another still better machine, of which some 12,000 were made 
and sold. At about this time the superintendent of the com- 

pany, Mr. Thomas J. Sweeney, invented the injector that has 
since then been sold by the Penberthy Injector Company 
throughout the world, no changes having been made after the 
first 16,000 were manufactured. The business of this company 
extends all over the world. There is no country of any im- 
portance on the globe to which Penberthy injectors have not 
been sent.” In addition to injectors, the company manufactures 
a large line of boiler and engine room appliances, such as lub- 
ricators, oil and grease cups, water gages, gage cocks, etc., all 
fully illustrated and described in a 70-page catalogue which will 
be sent free to readers mentioning this magazine. 


Mortuary VAULTS AND ANTI-MARINE BurtaL ASSURANCE.— 
In spite of the great increase in the size and magnificence of 
ocean-going passenger steamers during recent years, there is 
one feature which has not kept pace with the advance of im- 
provements in the service in general. We mean facilities for 
taking care of the bodies of passengers who die at sea. The 
present mode of disposing of the bodies of passengers who die 
on board ship is either to drop them overboard, or in some 
unsatisfactory or make-shift manner to preserve and land 
them; in the latter case with much trouble to the steamship 
company and at great expense to the family of the deceased. 
To remedy this state of affairs, Mr. Walter S. Upshur, New- 
port News, Va., has invented and patented a mortuary vault 
and coffin, and has copyrighted a form of anti-marine burial 
assurance to be issued to passengers on steamers installing the 
mortuary vaults and coffins. In the contract, the steamship 
company using Mr. Upshur’s mortuary vaults will, in the event 
of the passenger “dying aboard said steamship during said 
voyage, preserve his body aboard said steamship until arrival at 
the port of , where it will be embalmed, placed in a 
hermetically sealed metallic casket and disposed in the receiv- 
ing vault for a period of ten days, or such less time as may be 
necessary for the steamship company to communi- 
cate with” the relatives of the deceased, and to ascertain what 
disposition they wish to be made of the body. The steamship 
company also agrees at the expiration of the ten days either to 
inter the body in an appropriate manner free of additional cost 
at the port of arrival, or, at the request of the relatives of the 
deceased. to return it to the port from which the dead pas- 
senger embarked. The suggested cost of this assurance is 
$5.00. The vaults will be constructed of mild ship steel, com- 
mercial shapes being used. The refrigerating coils are to be 
made of wrought iron galvanized pipe, secured in racks on the 
inside of the frame, and the vaults will, of course, be air-tight 
and furnished with a suitable thermometer. The caskets will 
be 7 feet long, lined with zinc and made water-tight. The 
public has been made familiar through the newspapers during 
the past few months with several very distressing cases of 
burial at sea, so that this invention of Mr. Upshur’s is likely to 
attract the favorable attention of steamship companies as well 
as passengers. Attention is called to his two-page advertise- 
ment in this issue of INTERNATIONAL MARINE ENGINEERING. 


AJAX MANGANESE BRONZE 


: The Fact that a contract for 600,C00 Ibs. of Ajax. Manganese ‘Bronze has’ been 
placed with our Company by the United States Government—being the largest 
single | contract ever placed—is no doubt . sufficient recommendation as to its 


quality, It is 


a ‘guaranteed to exceed United States Government: specifications. 


The best Bronze for. Propeller Wheels and Castings required to resist great strains. Resists Corrosion. 


eS : oe METAL COMPANY, — 


J. @& EH. HALL Ltd. 


(ESTABLISHED 1785) 


_ BIRMINGHAM, : ALA. 


23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


MAKERS oF CARBONIC ANHYDRIDE (CO.,) 


REFRIGERATING MACHINE 


INSTALLATIONS SUPPLIED TO 


REPEAT 


UNION CASTLE MAIL S. S. Co. 53 P. & O. STEAM NAV. Co. 33 HOULDER LINE, Ltd. 13 
HAMBURG AMERICAN LINE 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Co. 46 CHARGEURS REUNIS 22 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 40 TYSER LINE 13 CANADIAN PACIFIC Ry. 12 


etc, 


14 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


etc. 


JANuARY, 1908. 


THE PHOSPHOR— 1 
— BRONZE CO. LTD. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 
“Cog Wheel Brand’? and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


“Cog Wheel Brand.’’ The best qualities made. 


WHITE ANTI-FRICTION METALS : 
PLASTIC WHITE METAL. 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


“Vulcan Brand.’’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Fully equal to Best White Brass No 2, for 
lining Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. 


Cheaper than any Babbitt’s, and equal to best 
Magnolia Metal. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 


Telegraphic Address: Telephone No.: 
‘“*PHOSBRONZE, LONDON.” 557, Hop. 


REGARDING HANNA RIVETERS, made in any style, any size and 
any pressure, for all riveting purposes, the Hanna Engineering 
Company, 820 Elston avenue, Chicago, IIl., makes the following 
claims: “Hanna riveters drive absolutely tight rivets with 
every stroke, because maximum pressure is reached at one-half 
piston trayel and uniformly maintained throughout balance of 
stroke. No adjustment necessary for ordinary variations. You 
cannot obtain tight rivets without a known pressure; we give 
it to you. Obviate entirely the necessity of cutting out and re- 
driving loose rivets. Reduce the cost of pne:matic hammer 
riveting fully one-half. A practical substitute for the hydraulic 
outfit at materially reduced initial cost. Price within the reach 
of the smallest boiler or structural shop. Hydraulic results 
guaranteed, due to the Hanna motion; it is distinct. Don’t 
confuse it with any other. There is nothing else like it. 
Every riveter carries with it the guarantee of Hanna results. 
Any riveter user can tell you what that means. In asking for 
prices, etc., give reach, gap, size of rivets and class of work.” 


International Marine}¥Engineering 


Ajax Bury Bassirr is the name the Ajax Metal Company, 
Philadelphia, Pa., has given to a special brand of babbitt metal 
made exclusively by that company, and is always poured into 
ingots having on their upper faces the impression of a bull’s 
head. “This metal was designed for general purposes and 
answers in ninety-nine cases out of a hundred where genuine 
babbitt is being used. It is a babbitt costing only about half as 
much as genuine, and in most cases will do better work. It 
can be used for all bearings except those carrying an ex- 
tremely heavy load, and will run cool at any speed. We are 
selling tons of this metal every month, and it is giving entire 
satisfaction wherever used.” 


CoNCERNING Lirtinc Macnets.—With the exception of 
articles which have appeared from time to time in a few 
technical publications, very little has been printed on the sub- 
ject of lifting magnets. Those interested in these labor-saving 
devices will therefore welcome a 32-page pamphlet just issued 
by the Cutler-Hammer Clutch Company, Milwaukee, Wis., in 
which the subject is fully treated. The booklet in question 
contains a number of full-page illustrations, showing lifting 
magnets handling pig iron, steel stampings, castings, scrap 
and other material, together with diagrams, data on current 
consumption, information on lifting capacity of magnets, ete. 
A new cable take-up device is also pictured and described, and 
reference is made to the Cutler-Hammer system of control, by 
which the strong inductive reaction, or “kick,’ which occurs 
when the circuit is suddenly opened on a magnet coil, is auto- 
matically shunted to a discharge resistance, thus protecting 
the magnet insulation by dissipating the energy of the induced 
voltage outside of the coil itself. 


A PRISMATIC WATER GAGE for marine, stationary and locomo- 
tive boilers has been placed on the market by the Ashcroft 
Manufacturing Company, 85 Liberty street, New York City. 
This gage has been designed to meet the demand for a gage 
which would overcome the disadvantages of the ordinary gage 
glass and other gages of this type. The construction and points 
of superiority are stated by the manufacturer to be as fol- 
lows: “The glass and its casing are so designed that the 
water shows black and the steam space takes on a silvery ap- 
pearance, which makes it impossible to mistake the water level. 
In the ordinary water-gage glass it is often impossible to see at 
all the water level, especially if the boiler has a tendency to foam 
The glass in the Ashcroft prismatic water gage is a flat glass 
of peculiar design, quality and temper, and will not break even 
under the highest pressures and sudden changes of temperature. 
The frequent breakage of glasses in the locomotive cab or the 
boiler room of a stationary plant results, in many cases, in 
injury to men there; also in considerable expense in renewals. 
The opening in the front of casing is shaped to give the maxi- 
mum angle of vision. The frame in which the glass is mounted 
consists of a front and back casting, each with a seat accurately 
machined to a true surface for back gasket and front pad, 
which are interposed between the finished surfaces and glass. 
This insures tight joints—very important features. The back 
and front castings are clamped together by a liberal number of 
cap screws to give a well distributed pressure on the packings 
and glass—an essential point to insure a tight gage. Both the 
back and front castings are of unusually stiff section and the 
back is heavily ribbed to insure its remaining straight and true 
under all conditions. The metal used in these castings is the 
highest grade steam bronze mixture throughout, and the quan- 
tity and distribution of the metal is such that they are proof 
against strain and distortion under all conditions. This is 
probably the most distinctive feature of the Ashcroft gage.” 


ROBERT BELDAM’S AI. 


PATENT METALLIC 


A.1. ““ LASCAR” Packings for H.P., I.P., 
and Low Pressures are an absolute 
Preventative of ‘‘Scored Rods.” 


ECONOMICAL AND 
EFFICIENT. 


Estimates given for every 
description of Boiler Coverings. 


If you are dissatisfied with the 
Packings you are now using, write 
to the undermentioned address for 
Samples and Quotations. 


‘LASCAR PACKING. 


= =| >= SSS 


MANUFACTURER OF 


ASBESTOS & RUBBER GOODS 


OF EVERY DESCRIPTION. 


CIRCULATING AND BALLAST PUMP VALVES 
A SPECIALITY. 


Contractors to the Admiralty, also the British, Colonial, and 
Foreign Governments. 


2. SSS. => SSS 


All Communications to 


ROBERT BELDAM, 79, MARK LANE, LONDON, E.C. 


15 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


International Marine Engineering 


January, 1908. 


ExisHA Wess & Son Company, ship chandlers and engi- 
neers’ supplies manufacturers, have removed to 136 South 
Front street, Philadelphia, Pa. 

Mr. WitirAm S. Love, who for the past eight years man- 
aged the business of the Wheeler Condenser & Engineering 
Company in the Central West, and who has been in New York 
for the last year as general sales manager, will resume charge 
of the Chicago office of the company at 1137-8 Monadnock 
building on Jan. 1, 1908. Mr. Love’s large circle of friends and 
acquaintances will be pleased to again receive his direct per- 
sonal attention in this large and important territory. 

MariNE UNDERWRITERS AND SUBMARINE SIGNALS.—It is of 
the highest importance to marine underwriters to know what 
ships are receiving submarine signals, so that they can justly 
estimate the risk on a vessel and cargo. For this reason the 
American Bureau of Shipping will note the fact of such equip- 
ment in the 1908 edition of the Record of American and 
Foreign Shipping. In connection with the name of each vessel 
having the submarine signal apparatus the abbreviation “Sub. 
Sig.” will be printed. Also the Bureau will keep on file full 
information in regard to additional vessels and_ stations 
equipped, so that underwriters and others can always keep 
themselves informed as to the advances in safety of navigation 
made by the extension of submarine signals. 


THE RYERSON STAYBOLT CHUCK, made by Jos. T. Ryerson & 
Son, Chicago, Ill., is designed for the rapid insertion of stay- 
bolts either by means of an air drill or other available power. 
“Its use does away with the necessity of squaring the ends of 
the bolts, which is the usual practice at the present time, while 
its arrangement is such that it is always available for any size 
stay-bolt, without adjustment. The gripping device is abso- 
lutely positive in its action, thus precluding any possibility of 
the bolt slipping while it is being screwed into the sheet. When 
a stay-bolt has been inserted in the sheet it can be instantly 
released from the chuck by simply turning it in the opposite 
direction. The chucks are fitted with Morse taper shanks for 
standard sizes of air drills and are so simple in construction 
that it is almost impossible for them to get out of order. The 
chuck consists of two parallel circular plates secured together 
by means of bolts, the middle portions of which are larger than 
the ends, so as to form shoulders for the plates to rest upon. 
These bolts also serve as pivots for the grippers. Eeach grip- 
per consists of a segmental gear extended at one end to form 
a cam, and provided with a curved serrated face to grip the 
stay-bolt which is inserted through the hole in the middle of 
the chuck. The gears intermesh with teeth mounted between 
the two plates. The teeth are arranged so that they will swing 
like a pivot when the shank is turned. From this it will be 
readily seen that when the power is applied to turn the chuck, 
the teeth will grip tighter, and as the resistance increases the 
grip will increase in proportion to it. This, as has been stated 
above, makes it absolutely impossible for the bolt to turn in the 
chuck when in use. The Ryerson chuck is made of the best 
material throughout, and each is thoroughly tested before 
leaving the shop. Prices and full particulars will be furnished 
on request.” 

BENJAMIN WIRELESS CLUSTER PATENT SUSTAINED.—Friday, 
November 15, 1907, the Circuit Court of Appeals for the 
Second Circuit (Judges Lacombe, Coxe and Ward), ren- 
dered a decision sustaining claims five and seven of the 
Benjamin Wireless Cluster patent No. 721.774, dated March 
3, 1903. The suit was that of the Benjamin Electric Manu- 
facturing Company against the Dale Company and John 
H. Dale, and involved the Dale multiple wireless cluster, 
which was first placed upon the market by the Dale Com- 
pany in the spring of 1904. The case originally came be- 
fore Judge Holt, of the Circuit Court, and he sustained 
the validity of the Benjamin patent, but he held that the 
Dale cluster did not infringe. The Court of Appeals, while 
confirming Judge Holt as to his finding of validity, reverses 
the lower court on the question of infringement and finds that 
the Benjamin patent as to claims five and seven is infringed 
by the Dale wireless cluster. A second suit brought by the 
Benjamin Electric Manufacturing Company against the Dale 
Company and John H. Dale concerns the series wireless 
cluster marketed by the Dale Company. An order has hereto- 
fore been entered in this second suit providing for an injunc- 
tion and accounting as to the Dale series cluster in case the 
court entered an injunction and an accounting as to the multi- 
ple cluster involved in the first suit. The litigation has been 
closely contested by both sides, and has occupied the attention 
of the courts during the past three years. Complainant was 
represented by the firm of Jones, Addington & Ames (William 
H. Kenyon and W. Clyde Jones of counsel), and the defend- 
ants by Rosenbaum & Stockbridge. The company’s line of 
wireless clusters thus sustained by the courts of last resort is 
extensively used in marine lighting, and said to be admirably 
adapted for this purpose. hus 


The Powell Pilot Brass Mounted or All 
Iron Gate Valve A Double Disk Iron body Gate Valve 


for medium pressures. The 
. body is strong and compact 
with heavy lugs carrying 
stud bolts E. The stud 
holes in lugs of bonnet cap 
A, being accurately drilled 
totemplate, permits thevalve 
to be assembled any old way. 
No matter how you handle 
it after taking apart, it 
always fits. 

The Double Brass Disks, 
made adjustable by ball and 
socket back, are hung in re- 
cesses to the collar on the 
lower end of the stem. Stem 
is cut toa true Acme thread, 
the best for wear. 

The Powell Pilot Gate 
Valve is also made ALL 
IRON. For the control of 
cyanide solutions, acids, am- 
monia and other fluids that 
attack brass, it has no equal. 


oh | 


Send for special circular. 


If YOUR jobber does not have them 
in stock--ask us who does. 


The Wm. Powell Company 


Cincinnati, Ohio 


95 Liberty St. 
New York, 954 Canal St 


Philadelphia, 518 Arch St. 
Boston,‘ 239-45 Causeway St. 


Pittsburg, 419 Fulton Bldg. 


e e 
Navigation 
In charge of W. J. 
WILSON, Gradu- 
ate of U.S. Naval 


Academy, Annapo- 
lis, Md. 


Engineeri 
TPN 
gineering Seay 
In charge of J. G. | Yc 
KREER (N. A.and 4 
M. E.), Graduate of \ 
Royal School Naval 
Arch., Berlin, Ger- 
many. ° 


LEARN RIGHT WHILE YOU’RE AT IT 


A full and coms Jete course of instruction in Lake and Ocean Navigation 
and Marine and #tationary Engineering. Also special branches taught 
those desiring to qualify themselves for better positions in the Marine Ser- 
vice. Students taught by correspondence. Students may begin at any 
time. Diplomas will be issued to all graduates passing satisfactory 
final examinations. Send for Circular. 


CHICAGO NAUTICAL SCHOOL, [2th Year 
Masonic Temple, Chicago, III. 


W. J. WILSON, Principal (Late Lieutenant, U. S. N.) 


Pat. Univ. Shear 


For Cutting Plates 

Bars and Angles 

of Even or Uneven Legs 
Made in 5 sizes to cut from 3" to 6" angles, 
Cutting plates any length from }" to §", 


Trimming plates up to ?" and bars equal 
these capacities. 


A. F. BARTLETT & CO. 


SAGINAW, MICH. 


Also Builder of 
NEW ELLIPTICAL BORING MACHINE 
Most Useful Tool for Boiler Shops 


Write for Circulars 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JANUARY, 1908. 


Cuyahoga Falls, 


SENT on APPROVAL 
FOR THIRTY DAYS’ TRIAL 


Guaranteed to make your pipe 
joints tight when steam is turned 
on, and to keep them tight. 


Red Cross Pipe Joint Compound is 
for screwed joint work, and service 
with steam, water, gas, and air, 
it is over 50% solid mineral matter, 
which is not affected by super- 
heated steam, acids, alkali, or even 
a red heat—the compound is so 
fine that it will fill the most minute 
crevices in the joint, and is the 
only material which has given good 
results with Superheated Steam. 


We can refer you to parties who REPEAT 
their orders and pay $1.00 express charges on 
a 70c. can:—to jobbers who write other jobbers 
500 miles away, and ask them if the story some 
user has told them holds true in their trade, 
and as a result of the reply become our cus- 
tomers:—and to others, who order it and have 
it shipped to them, over 4,000 miles away, 
rather than use the other kinds they could 
readily obtain. 


We make this Dark Colored for steam, 
water and iron pipe work; and Light Colored 
for fine plumbing, brass and nickel pipe work. 
The price is only 70c. for a half-gallon can, 
of either kind, or $4.20 for a case of six of 
these cans. 


Note the reduced size cut of the label 
which is on every can. 


MANUFACTURED ONLY BY 


The Edgecombe Company 


OSMO, Wo Se AX. 


17 


International Marine Engineering 


Tue HAvucK PATENT BURNERS and oil-burning appliances, 
made by the Hauck Manufacturing Company, Richards street 
and Hamilton avenue, Brooklyn, N. Y., have been installed in 
many ships of the United States navy and in shipyards and 
repair shops throughout America. A copy of this company’s 
catalogue will be sent upon request to any of our readers. 


Mr. Georce A. GALLINGER, heretofore traveling from the 
Chicago office of the Independent Pneumatic Tool Company, 
has been appointed manager of the company’s Pittsburg office 
at 1210 Farmers’ Bank building. The Independent Pneumatic 
Tool Company now carries, in Pittsburg, a complete line of 
Thor pneumatic tools and spare parts. 


Tue NICHOLSON SPEED INDICATOR is designed to tell the speed 
of motor boats. The hand points to the speed the boat is 
making through the water at the time of observation. Every 
variation of speed will instantly be shown on the dial. The 
same principle is used in installing on motor boats as on large 
steam ships. This indicator is made by the Nicholson Ship 
Log Company, Cleveland, Ohio. 


THE PuzzLE OF THE SUSPENDED Batyt.—The American 
Blower Company’s exhibit at the recent annual convention of 
the American Street and Interurban Railway Association and 
its allied associations at Atlantic City was exceptionally in- 
teresting. The suspended ball feature which attracted so much 
attention at the M. M. and M. C. B. conventions in June, 
proved equally interesting to the street railway officials and 
their friends. The visitors worked their slide rules in vain in 
an effort to determine why the ball retained its position, and 
the real explanation had to be often repeated by the representa- 
tives in charge. Any one sufficiently interested in this unusual 
phenomenon to desire an explanation can secure same by 
addressing the American Blower Company at Detroit, Mich. 


THE GENERAL OFFICES of the Wheeler Condenser & Engineer- 
ing Company will be removed from 90 West street, New York, 
to the works at Carteret, N. J., on Jan. 1, 1908, and all the pres- 
ent New York employees transferred there. The company is 
erecting a very extensive addition to its present office building 
in Carteret to accommodate the increased force and to provide 
room for the executive offices. The drawing room will be 
enlarged and occupy practically the entire upper floor of the 
office building, while additional room will also be provided for 
the engineering department proper. A kitchen from which 
luncheon will be served at noon will add to the comfort and 
convenience, and also give that opportunity for the heads of 
departments to meet daily, which has been found of such value 
and help in similar large establishments. 


A Free SAMPLE oF Parnt.—Crysolite paint conquers cor- 
rosion, according to Semet-Solvay Company, Syracuse, N. Y., 
which makes the following statement: “Making paint is not 
our business, but we are operating eleven retort coke oven 
plants, which contain an immense amount of structural iron 
and steel, and numerous corrugated iron buildings, metal roofs, 
steel stacks, storage tanks, etc. We found, if we did not wish 
to rebuild our plants every few years, we would have to paint 
them with something better than we could buy. Our technical 
men took up the problem and after much experimenting pro- 
duced Crysolite. It has saved us a large sum of money, pro- 
tecting our plants very efficiently under a great variety of 
severe conditions. Possibly it is just the material you are look- 
ing for, and the only way to find out is to try it. A sample will 
be sent, without charge, to any responsible party, and full in- 
formation given to any one interested.” 


VESSELS CLASSED AND RATED by the American Bureau of 
Shipping, 66 Beaver street, New York City, in the Record 
of American and Foreign Shipping: American schooner 
William M. Mills, American schooner Nassau, British schooner 
Scotia, American schooner Oneida, British schooner Princess 
of Avon, American schooner Agnes Manning, American 
schooner Samuel W. Hathaway, American schooner N. 
Ayer, American schooner Hannah F. Carleton, American 
schooner Dean E. Brown, American schooner Three Marys, 
American schooner Elvira Ball, American 3-masted William 
W. Converse, British 3-masted Hieronymus, British 3-masted 
Rescue, American 3-masted John J. Hanson, British 3-masted 
Leonard Parker, British 3-masted Roseway, British 3-masted 
Evelyn, American 3-masted Charles Noble Simmons, American 
3-masted Horatio L. Baker, American 3-masted Daisy Farlin, 
American 3-masted Francis V. Sawyer, American brig Glen- 
dower, American Brig Merriam, American brig Preston, 
American brig, Pocomoke, American brig Burnside, American 
brig Suffolk, American brig Lincoln, American brig Ss Uo Ga, 
No. 4, American barkentine Rachel Emery, American half 
bark John McDermott, Mexican half bark Jona, Russian 
Laine. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


_—— 


An Up-to-Date Power Prant.—What is stated to be the 
most up-to-date, and for its size the most economical, power 
plant in the United States, is that of the Philadelphia Auto 
Transit Company, at 31st and Dauphin streets, Philadelphia. 
This plant furnishes power for charging the storage batteries 
of the auto transit company’s big electric automobiles. In 
describing the mechanical equipment of the plant it will per- 
haps be well to start with the boilers. These are of the Heine 
water-tube type, fed by two C. H. Wheeler feed pumps—one 
always in reserve—and furnish steam at 165 pounds per square 


inch pressure for three 150-horsepower De Laval steam tur- 


bines, each driving two 50-kilowatt generators. The exhaust 
from all the engines can be turned into either a condensing or 
non-condensing header, and in cold weather the exhaust from 
one turbine will be used for heating the building. Ordinarily, 
however, all the turbine exhaust goes to the condenser, the 
exhaust from auxiliaries being sufficient for the feed heater 
needs. The efficiency of a turbine-driven plant is so entirely 
dependent upon a good vacuum that in this installation the 
condenser was selected with especial care; and its performance 
so far has amply justified the choice. It is the C. H. Wheeler 
improved type with 1,500 square feet of cooling surface, and a 
condensing capacity of 12,000 pounds of steam per hour, The 
vacuum is maintained by a Wheeler-Mullan suction valveless 
air pump. This pump removes both air and water in one 
operation, is extremely simple and compact, and, having no 
fragile parts, is almost impossible to damage. It is guaranteed 
to hold a 28-inch vacuum under normal conditions, and be- 
cause of this high vacuum capacity is especially valuable for 
turbine installations. Since city service water is too expensive 
to be used at the rate of 1,000 gallons per minute for cooling 
in the condenser, a notable economy has been attained by the 
installation of two Wheeler-Pratt cooling towers. These are 
located on the roof of the building, and cool 1,000 gallons of 
water per minute from the condenser temperature to about 75 
degrees F., depending upon weather conditions. The water is 
circulated through the condenser and elevated to the top of the 
towers by two centrifugal pumps; one, for ordinary loads, is 
of 15 horsepower, driven by a De Laval steam turbine, and a 
second, for lighter loads, is 5 horsepower and motor driven. 


BUSINESS NOTES 
GREAT BRITAIN 


AN ORDER HAS BEEN SECURED by Messrs. Richardsons, West- 
garth & Company, Ltd., for a 450-horsepower gas engine for 
using producer gas at the Mitsu Bishi Dockyard, Kobe, Japan. 


Messrs. HawtHorn, Lesirzr & CoMPANY, engineers and ship- 
builders, Newcastle and Hebburn-on-Tyne, have been awarded 
the Grand Prix for their exhibits of ships’ models at the Inter- 
national Exhibition at Bordeaux. 


Lowe & FrLercHer, ADMIRALTY CONTRACTORS, combination 
works, Church street, Willenhall, Staffs, occupy very exten- 
sive premises and carry a large stock of all classes of ships’ 
locks. 


Epwarp Hayes, Stony Stratford, has recently received 
orders for steel plated launches and tugs, and marine engines 
and boilers for the Nile, Jamaica, Ivory Coast, Delagoa Bay, 
Persia and Sierra Leone. 


A THIN TUBE BENDING MACHINE is made by M. A. Hughon & 
Company, 9 Connaught street, London, W. This machine and 
its steel ball articulating mandrels are patented, and the claim 
is made that with it no resin'or lead is required; no loading 
and no filling of any sort. All the bends are made cold, un- 
loaded, at an average of a few hundred a day by a single 
mechanic hand. 


EXHIBITION Honors For CLypE Burtpers.—Messrs. William 
Simons & Company, Ltd., Renfrew, have been awarded the 
Grand Prix at the Bordeaux International Exhibition for their 
exhibits of dredging plant and elevating deck steamers. 
Messrs. the London & Glasgow Shipbuilding Company, Govan, 
and Messrs. Alex. Stephen & Sons, Linthouse, have been 
awarded similar honors. 


THE Granp Prix has been awarded by the Exposition Mari- 
time de Bordeaux to Heath & Company, Crayford, London, S. 
E., for its exhibition of mathematical, nautical and scientific in- 
struments. A full account of this company’s exhibition is con- 
tained in Le Bulletin Universel des Expositions, dated Sept: 
10. Those interested may secure a copy by writing the Messrs. 
Heath & Company. The above mentioned article in the Bul- 
letin states: “It is the English (incomparable navigators) that 
possess the best instruments.” The article goes on to state 
that the exhibition of Heath & Company is most remarkable. 


Three pages and several illustrations are devoted to this com- 
pany’s products. 


18 


January, 1908. 


The Shipbuilder’s | 
Hand Book 


A DIGEST OF THE SEVERAL SHIP 
CLASSIFICATION SOCIETY RULES 


These rules, as published by the several Societies, 
are very elaborate, and it requires several volumes to 
look up any one subject. 

In order to have them in convenient form, so that 
any subject may be looked up with the least waste of 
time, there has been published a coimplete digest of 
said Societies’ Rules in book form: 


1, LLOYD’S REGISTER OF BRITISH AND FOREIGN SHIPPING. 
(a) Rules and Regulations for the Construction of 
Steel Vessels. : 
(b) Rules and Regulations for the Construction of 
Steel Yachts. 


AMERICAN BUREAU OF SHIPPING. 
(a) Rules and Regulations for the Constructiow of 
Steel Vessels. 
Rules and Regulations for the Construction of 
Oil Tank Vessels. 
Rules and Regulations for the Construction of 
Steel Vessels for Sound, Lake, Bay and River 
’ Service. Also for Yachts and Tugboats. 


BUREAU VERITAS, 


(b) 
(c) 


(a) Rules and Regulations for the Construction of 
Steel Vessels. 
(b) Rules and Regulations for the Construction of 


Oil Tank Vessels. 


GREAT LAKES REGISTER. 
(a) Rules and Regulations for the Construction 

Steel Vessels. 
Rules and Regulations for the Construction 
Oil Tank Vessels. 


BUREAU OF CONSTRUCTION AND REPAIRS U. S. NAVY 
DEPARTMENT. 
Rules for Riveting of Naval Vessels. 


of 


(b) of 


6. BOARD OF SUPERVISING INSPECTORS OF U. S. STEAM- 
BOAT INSPECTION SERVICE. 
Rules and Requirements of Said Board. 
7. THE UNITED STATES STANDARD REGISTRY OF SHIPPING. 
Width of Butt Laps: Butt Straps: Edge Strips and 
Seam Laps. Riveting Schedule. 
8. THE BRITISH CORPORATION FOR THE SURVEY AND 


REGISTRY OF SHIPPING. 
Width of Butt Lap: 
Seam Laps. 


Butt Straps: 
Riveting Schedule. 


Edge Strips and 


There are 160 printed pages, printed only on right 
hand pages. The left hand pages are left blank’ for 
purposes of interlining, additions, or changesyin the 
Rules, or for any notes which the user of the book may 
wish to make. ‘There is a complete index. 

The pages are about 8 by 11 inches, and the book is 
bound with flexible cloth cover, so that it can be folded: 
up and put into the pocket. 


PRICE, $3.00 


12s. 6d... 


INTERNATIONAL MARINE ENGINEERING 


Whitehall Building, 17 Battery Place 
New York City 


Christopher Street, Finsbury Square 
London, E, C. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


' JANUARY, 1908. 


PRACTICAL 
MARINE 
ENGINEERING 


FOR MARINE ENGINEERS 
AND STUDENTS 


WITH 
Aids for Applicants for Marine Engineers’ Licenses 


By PROF. W. F. DURAND 


Second Edition 


This book is devoted exclusively to the practical 
side of Marine Engineering and is especially intended 
for operative engineers and students of the subject 
generally, and particularly for those who are prepar- 
ing for the examinations for Marine Engineers’ 
licenses for any and all grades. 

The work is divided into two main parts, of which 
the first treats of the subject of marine engineering 
proper, while the second consists of aids to the mathe- 
matical calculations which the marine engineer is 
commonly called on to make. 

PART I.—Covers the practical side of the subject. 

PART II.—Covers the general subject of calcu- 
lations for marine engineers, and furnishes assistance 
in mathematics to those who may require such aid. 

The book is illustrated with nearly four 
hundred diagrams and cuts made especially for 
the purpose, and showing constructively the most 
approved practice in the different branches of the 
subject. The text is in such plain, simple English 
that any man with an ordinary education can easily 
understand it. 


PRICE, $5.00 - 
INTERNATIONAL MARINE ENGINEERING 


Whitehall Building, 17 Battery Place 
New York City 


20s. 


Christopher Street, Finsbury Square 
London, E. C. 


International Marine Engineering 


THE AMALGAMATION IS ANNOUNCED of the engineering firms, 
Applebys, Ltd., and the Temperley Transporter Company. 
These firms are well known as manufacturers of cranes and 
transporting machinery of every description, specializing in 
shipyard, dock and harbor equipments, steel works, coal 
handling and contractors’ plant. The amalgamated firms will 
trade under the title of Applebys, Ltd., with offices at 58 Vic- 
toria street, Westminster, and works at Glasgow and Leicester. 


THE PATENT PROTECTIVE LUBRICATING BOX for propeller shafts, 
manufactured by F. R. Cedervall & S6ner, Gothenburg, 
Sweden, has been sanctioned by the Board of Trade, by Lloyds, 
Bureau Veritas and Norwegian Veritas, and applied to num- 
erous steamers classed in their books. This patent has been 
applied to ships of war in several navies and fitted to numerous 
steamers in the Atlantic Ocean, Baltic, North, Caspian and 
Black Seas. Among the advantages claimed for the invention 
are the following: “Increases the number of revolutions of 
engines; enables tail-end shaft to be efficiently lubricated by 
oil; prevents sea water and grit from entering the stern tube; 
costly brass liners on shaft and lignum vite bearings are dis- 
pensed with; galvanic action practically eliminated; maximum 
safety against breakdowns to propeller shafts.” 


ImMprovep Patent Ort CABINETS For Suips’ Use.—The 
manufacturer of these cabinets, the Valor Company, Ltd., 
Rocky Lane, Aston Cross, Birmingham, states that this is the 
only perfect system for keeping all kinds of oil on ships for 
daily use. The cabinet is made of terne coated steel with gal- 
vanized iron bottom, and is of the best finish and workman- 
ship throughout. Being enamelled bright red, it is attractive 
in appearance and is unaffected by weather or oil. It shuts up 
and is dust proof and air tight. The pump is made of polished 
brass, simple in construction and cannot get out of order. It 
is screwed into place and may readily be taken out for filling 
the cabinet from a barrel. Its action is so easy that it can be 
worked with one finger. The oil will fill a 1-gallon measure 
in twelve seconds, and may be obtained without stooping down. 


A Motor Boat to THE REScuE.—A most lamentable accident 
took place recently at Burra Island, Shetland, when a small boat 
carrying seven fishermen was crossing from Scalloway. There 
was a strong sou’wester blowing and the boat was soon in 
difficulties, and eventually capsized about 100 yards off Borona- 
ness. The sea and wind were getting worse, and medical aid 
was necessary for one of the survivors picked up by the Oui 
Vive, another Scalloway boat, summoned by telegram. Dr. 
Prested started off on Mr. Garriock’s motor boat. The sea 
was, however, so heavy that off Turgar Point the ignition was 
swamped, and she had to run into Coldhame Bay. Here, how- 
ever, the steel-built Ailsa Craig motor boat Barney, belonging 
to Mr. Andrew Smith, came to the rescue, and soon both motor 
boats were away at top speed for the scene of the accident, 
conveying the urgently needed medical help and proving them- 
selves eminently useful. Barney is a seagoing cruiser doing a 
10-knot speed with her Ailsa Craig engine, manufactured by 
the Ailsa Craig Motor Company, of Chiswick, London, and 
was built by the John Duthie Torry Shipbuilding Company, of 
Aberdeen. She will live in the wildest weather and seems 
unsinkable. 


TriaAL Trip oF STEAMSHIP MArs.—Oct. 9, the steel screw 
steamer Mars proceeded on her official trial trip off Hartle- 
pool. She has been built to the order of Messrs. Harris & 
Dixon, Ltd., London, by Messrs. Furness, Withy & Company, 
Ltd., Hartlepool. The vessel exceeds 360 feet in length, has 
large measurement capacity and classed 100 A-1 at Lloyds. 
She is built on the deep frame principle with single deck, 
poop, bridge and forecastle, clear holds for the stowage of 
bulky cargo, the hatches being large and worked by six pow- 
erful steam winches, double derricks being fitted to each 
hatch. Cellular double bottom extends all fore and aft, the 
fore and after peaks are also available as water ballast tanks. 
Wood shifting boards are fitted throughout, and a direct steam 
patent windlass, large multi-tubular donkey boiler, steam and 
hand steering gear, fresh water condenser and all the most 
up-to-date auxiliaries are included in the vessel’s outfit. 
Accommodation for the captain and officers is provided in large 
deckhouses on the bridge deck, the crew being berthed in the 
forecastle. She is rigged as a two-masted fore and aft 
schooner. The machinery and boilers have been supplied and 
fitted by Messrs. Richardson, Westgarth & Company, Ltd., 
Hartlepool, and worked most efficiently throughout the trial. 
The sizes of cylinders are 24-inch, 39-inch, 66-inch by 45-inch 
stroke, steam being supplied by two single-ended boilers, 16 
feet by 10 feet 6 inches long, working pressure 180 pounds per 
square inch. The owners were represented by Mr. H. W. 
Rogers (London), the shipbuilders by Mr. F, Bolton, and the 
engineers by Mr. G. Urquhart. 


i 19 F 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


International Marine Engineering 


MoToR LAUNCHES FOR THE KING oF SPAIN and the Spanish 
navy. Messrs. John I. Thornycroft & Company, Ltd. Church 
Wharf, Chiswick, London, W., are building two motor boats 
for the King of Spain. One for the King’s personal use and 
the other for his staff. They are to be 28 feet in length with 
a beam of 7 feet and an extreme draft of 3 feet. The speed 
will be 9 to 10 knots; the power in each case being 28 B. H. P. 
Thornycroft motors driving twin Thornycroft propellers. 
There will be a portable cabin amidships with a short deck fore 
and aft, a canvas over well and two folding canvas hoods. The 
cabin of his majesty’s launch will be enamelled white inside, 
relieved with gold, and the remainder of the decorations will 
be in keeping. The motors will be of the new Thornycroft 
L-4 type, which have four cylinders each with a bore of 4% 
inches and a stroke of 5 inches, and develop 28 B. H. P. at 
about 900 revolutions per minute on petrol. In addition to the 
above launches, Messrs. Thornycroft & Company have re- 
ceived an order for two 36-foot motor boats for the Spanish 
cruiser Cataluna. 


TRIAL Trip oF STEAMSHIP CaLcuTrA.—On Nov. 1 the steam- 
ship Calcutta proceeded on her official trial trip, after adjust- 
ing compasses, in Hartlepool Bay. The vessel, which exceeds 
360 feet in length, is owned by Messrs. Nelson, Donkin & Com- 
pany, London, and has been built to Lloyds too A-1 class by 
Messrs. Furness, Withy & Company, Ltd., Hartlepool. She 
has large measurement capacity and is built on the deep frame 
principle, with single deck, poop, bridge and forecastle, having 
clear holds for the stowage of bulky cargo, large hatches, 
worked by six powerful steam winches, with double derricks to 
each hatch. Cellular double bottom extends all fore and aft, 
and the fore and after peaks are available for further water 
ballast. Wood shifting boards through are fitted and a direct 
steam patent windlass, multi-tubular donkey boiler, steam and 
hand steering gear. Fresh water condenser and all up-to-date 
auxiliaries are included in the vessel’s equipment. The 
captain’s and officers’ accommodation is provided in large deck- 
houses on the bridge deck, and the crew are berthed in the 
forecastle. She is rigged as a two-masted fore and aft 
schooner. The engines and all auxilary machinery worked 
most efficiently throughout the trial. The main engines and 
boilers have been supplied and fitted by Messrs. Richardsons, 
Westgarth & Company, Ltd., Hartlepool, the sizes of the 
cylinders being 24-inch, 39-inch, 66-inch by 45-inch stroke, 
steam being generated in two single-ended boilers, 16 feet by 
10 feet 6 inches long, working at a pressure of 180 pounds per 
square inch. 


“Ross’s CoMposiITIONS” is the title of a 32-page booklet pub- 
lished by Arthur Ross, 1 Glengall Road, Old Kent Road, 
London, S. E. “Ross’s compositions for the prevention of the 
formation of scale in steam boilers, have now been supplied 
continuously for upwards of forty years. During that period 
vast strides have been made in boiler construction, and the 
working conditions of the present time are very different from 
what they were when my compositions were first introduced. 
The success, which from the first introduction has attended 
my methods, is fully maintained, and I am still able to suc- 
cessfully cope with the difficulties due to the formation of 
scale in each and every type of steam boiler. The secret of this 
success is to be found in the careful personal attention I give 
to each case, the labor to discover the cause of the trouble, and 
the providing of a scientific method of overcoming that trouble. 
While laying no claim to infallibility, I may confidently claim 
that where my advice and instructions have been carried out, 
I have hardly ever experienced a failure. I work upon exact 
and scientific lines, and no effort or cost is spared in the en- 
deavor to obtain the best results. A fully equipped laboratory 
is maintained replete with the best apparatus for conducting 
the most searching analyses of feed waters, scale deposits, 
cylinder oils, etc. The compositions supplied are in every case 
specially manufactured to meet the requirements of each user, 
as revealed by the analysis previously made. My experience 
is world-wide—a life’s study has been given to this special 
subject, in which I may fairly claim to be an expert. This 
knowledge and experience is willingly placed at the disposal 
of my customers free of charge. It is a source of personal 
pleasure to me to be able to obtain a first-class result, and I 
am proud to be able to point to so great a number. Among 
my customers are to be found some of the largest steam users 
in the world; their orders have been retained for periods of ten 
and twenty, and in many cases for upwards of forty years. 
These facts should give you confidence in placing your busi- 
ness in my hands, and it is hardly necessary for me to assure 
you that my personal attention, and the wide knowledge and 
experience gained by the constant grappling with these diffi- 
culties are at your disposal.” 


20 


A NEW BOOK 


Motor Boats 


By Dr. W. F. DURAND 


The book is neatly bound in cloth and 
comprises 210 pages 6 x 8} inches in size. 
It is the only book on the market which 
thoroughly covers the subject of motor boats 
from a scientific and engineering point of 
view. It is written in such plain, simple 
language that any man who knows anything 
about motor boats can understand every 
word of it. 

The subject matter is divided up as follows: 


Genera] Problem of the Motor Boat 

The Internal Combustion Engine— 
General Principles 

The Internal Combustion Engine— 
Application to Marine Service 

Carburetion and Ignition 

The Boat—Form Below Water and Above 

The Design of Form 

Practical Boat Construction 

Laying Down and Assembling 

Power and Speed 

Propeller Design 

Endurance and Radius of Action 

Troubles and How to Locate Them 

Racing Rules and Time Allowance 


APPENDIX 


Use of Alcohol as Fuel for Gas Engines 
Kerosene Engines as Developed Up to Date 


PRICE $1.50 (6/3) 


INTERNATIONAL MARINE ENGINEBRING 


Whitehall Building, 17 Battery Place 
New York City 


Christopher Street, Finsbury Square 
London, E. C, 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING, 


JANUARY, 1908. 


JANUARY, 1908. 


MARINE SOCIETIES. 


AMERICA. 
AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
12 West 31st Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Med. 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
58 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. 
NATIONAL OFFICERS. 
President—Wm. F. Yates, 21 State St., New York City. 
Hise ice brcsiden t= Win: J. Brady, Jr., 57 Mission St., San Francisco, 
Second ice Pres.—Joseph R. Blanchett, 209 Potomac Ave., Buffalo, 


Third Vice-Pres.—Jos. B. Flach, 327 N. 4th St., Paducah, Ky. 
Secretary—George A. Grubb, 1318 Wolfram St., Sta. L. V., Chicago, III. 
Treasurer—Albert L. Jones, 289 Champlain St., Detroit, Mich. 


ADVISORY BOARD. 


Chairman—Wm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y, 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (1% penny) per word. 
But no advertisement will be inserted for less than 75 cents (8 shillings). 
Replies can be sent to our care tf desired, and they will be forwarded 
without additional charge. 


Draftsman (Japanese) wants position as assistant teacher 
in mechanical drawing class or designer. Twelve years’ excel- 
lent experience in shops and drawing office; thorough knowl- 
edge of machinery, marine engine and steam turbine. Address 
“A-1,” care INTERNATIONAL MARINE ENGINEERING, New York. 


Rare Business Opportunity 


The opportunity of a lifetime is offered to the right man 
with some capital who is prepared to putchase an interest in 
an old established business that is paying a very large profit 
and has been very profitable for many years. Only a 
capable working partner wanted. Address, with full inform- 


ation, PARTNERSHIP, care 


International Marine Engineering 
17 Battery Place, New York, U.S. A. 


‘three complete boats. 


International Marine Engineering 


A Goon Export TrADE—J. W. Brooke & Company, Ltd., 
Lowestoft, report that during the past few weeks they have 
shipped to foreign countries throughout the world, including 
the Argentine Republic, Siam and India, nineteen motors and 
The company reports that orders are 
still brisk, and that they now have in hand orders for motors 
for the Straits Settlements, China and other foreign countries, 
besides their large and increasing domestic trade. 


TRIAL Trip OF THE “CELEBES.”—September 25, the large 
Dutch steamer Celebes, which has been built to the order of 
Messrs. The Stoomyaart Maatschappij “Netherland,” of Am- 
sterdam, by Messrs. Furness, Withy & Company, Ltd., West 
Hartlepool, proceeded on her official trial trip from the Tyne. 
The vessel exceeds 407 feet in length, and has a measurement 
capacity of 11,725 tons, built to highest class in Bureau Veritas. 
She is of the three-deck type with two steel decks laid, shelter 
deck erections sheathed with teak all fore and aft, and a long 
boat deck above also built of teak. A cellular double bottom 
is fitted throughout for water ballast, the fore and after peaks 
being also available as tanks. Six water-tight bulkheads 
divide the vessel into seven water-tight compartments. Special 
attention has been given to all discharging gear, the ship being 
equipped with twin masts, four derrick posts (the latter ar- 
ranged as ventilators), twelve derricks and twelve powerful 
steam winches. These, together with six large hatchways, 
greatly facilitate the quick discharging of cargo. One 20-ton 
derrick is fitted to deal with heavy weights. The equipment also 
includes large multi-tubular donkey boiler, direct steam wind- 
lass, patent telemotor gear, electric light installation by Fur- 
ness, Withy & Company, Ltd., patent fire extinguishing ap- 
paratus. Accommodation is provided for captain and officers 
in a large steel deckhouse amidships, and the crew are berthed 
in the forecastle. Hospitals and galleys, etc., for natives are 
arranged on the shelter deck aft. Awnings are arranged all 
fore and aft. The machinery worked most efficiently through- 
out the trial, and has been supplied and fitted by Messrs. 
Richardson, Westgarth & Company, Ltd., Hartlepool, the sizes 
of cylinders being 2614-inch, 43, 72-inch x 48-inch stroke, steam 
being supplied by three single-ended boilers 11 feet 3 inches by 
14 feet. having a working pressure of 180 pounds. Messrs. 
Jonckheer, J. de Bruyn Kops and Burger represented the com- 
pany, and Messrs. H. Withy, G. W. Sivewright and L. D. 
Wingate represented the builders. The vessel attained a speed 
of 13 knots. 

LAUNCH OF STEAMSHIP WESTERWOLD.—On Oct. 22, Messrs. 
Furness, Withy & Company, Ltd., Hartlepool. launched the first 
of three large passenger steamers for the Hamburg-American 
line, over 366 feet in length, and built to Germanischer Lloyd 
and See Berufs Genossenschaft Rules. These vessels are in- 
tended for the West India trade, and will be rigged as two- 
masted fore and aft schooners, built on the deep frame principle 
with two complete steel decks and long bridge, poop and fore- 
castle and long-boat deck fitted amidships; all weather decks 
are sheathed with teak. The hull is divided into ten water- 
tight compartments, by means of nine water-tight bulkheads 
fitted in accordance with German Board of Trade requirements 
for ocean passenger steamers. Cellular double bottom extends 
the full length of holds and engine and boiler space for water 
ballast, the fore and after peaks being also available as trimming 
tanks. There are five large cargo hatches worked by eleven 
powerful steam winches, the latter being supplied and fitted by 
Messrs. Furness, Withy & Company, Ltd.; seventeen derricks, 
two of which are capable of lifting 15 tons each. The vessels will 
be lighted throughout by electricity, and the installation, con- 
sisting of two dynamos, will be supplied by the shipbuilders. The 
equipment also includes direct steam patent windlass, patent 
telemotor gear, steam heaters, winch condenser, steam ash 
hoist, See’s ash ejector, fresh water condenser, eight boats with 
davits of Mannessmann tube. awnings all fore and aft. The 
*tween decks are arranged to carry 608 third-class passengers, 
and are fitted with Hoskins patent Neptune berths; thirty first- 
class passengers are accommodated in the bridge, and a fine 
dining saloon, smoking room and ladies’ saloon are arranged 
on the bridge deck; the poop i sfitted up as a hospital. The 
crew are berthed in the forecastle, while the captain and officers 
are berthed in a large deckhouse on the boat deck. Engineers’ 
berths, stewards, Butchers’ shop, bakers’ shop, galley, first- 
class lavatories, ‘etc., are all arranged in the bridge deck. 
Insulated store rooms are fitted up in the after-hold and ’tween 
decks, and a refrigerating plant will be supplied by Messrs. 
J. & E. Hall. Triple expansion engines will be supplied and 
fitted by Messrs. Richardsons, Westgarth & Company. Ltd., 
Hartlepool, the diameter of cylinders being 25!4-inch, 43-inch, 
72-inch by 48-inch stroke of piston, and steam will be supplied 
from three single-ended boilers, 14 feet by 12 feet, working ata 
pressure of 200 pounds per square inch; Howden’s system of 
forced draught will be fitted in connection with the boilers. 


When writing to advertisers, please mentidn IwreRNATIONAL MARINE ENGINEERING. 


Engines and ° ° ° . 
Engine Fittings International Marine Engineering January, 1908. 


RAINBOW PACKING 


CAN'T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 


ECONOMICAL 
RELIABLE 


Will hold the 
highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 
PacKing. For high or low pressure steam the Peerless is head 
and shoulders above all other packings. The celebrated Peerless 
Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 
16 Warren Street and 88 Chambers Street, New York 


Detroit, Mich.—16-24 Woodward Ave. Kansas City, Mo.—1221-1223 Union Ave. Vancouver, B. €.—Carral & Alexander Sts. 
Chicago, I1].—202-210 South Water St. Seattle, Wash.—Railroad Way & Occidental Richmond, Va.—Cor. Ninth and Cary Sts. 
Pittsburg, Pa.—634 Smithfield St. Ave. Waco, Texas—709-711 Austin Ave. 
San Francisco, Cal.—1381-153 Kansas St. Philadelphia, Pa.—220 South Fifth St. Syracuse, N. Y.—212-214 South Clinton St. 
New Orleans, La.—Cor. Common & Tchoup- Louisville. Ky.—111-121 West Main St. Boston, Mass.—110 Federal] St 

itoulas Sts. Indianapolis, Ind.—16-18 South Capitol Ave. Buffalo, N. Y.—3879 Washington St 
Atlanta, Ga.,—7-9 South Broad St. Omaha, Neb.—1218 Farnam St. Rochester. N. Y.—655 East Main St. 
een ex us Mate sho ‘A 4 Ree Denver, Col.—1621-1689 17th St. Los Angeles, Cal.—115 South Los Angeles St. 
Sole European Depot—Anglo-American Rub- i eee Iti : — mans 

ber Co., Ltd., 58 Holborn Viaduct, FOREIGN DHvOTS EDISTO, MG HOS PEGS 

London, EB. C. Johannesburg. South Africa—2427 Merean- Copenhagen. Den.—Irederiksholms, Kanal 6. 
Paris, France—76 Ave. de la Republique. tile Building. Sydney, Australia—270 George St. 


- 


22 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


FEBRUARY, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 


AMERICA 


A handsome desk calendar will be sent free of charge to 
any of our readers who apply to the Delaware Marine Supply 
Manufacturing Company, Wilmington, Del. ‘There is a sheet 
for each month of the year, and there are several small cards 
referring to the different specialties manufactured by this com- 


pany. The whole is mounted in a very hé indsome frame of 
white metal. 
India oil stones, manufactured by Norton Company, Wor- 


cester, Mass., are described as follows in a circular the com- 
pany is distributing: “Up to the time of the introduction of 
the India oil stones, the idea prevailed that artificially made 
sharpening stones could not replace those produced from the 
natural rock. The fallacy of this has been positively proven 
by the rapid and complete success of the India oil stones 
They were placed upon the market in the year 1897, since which 
time their merits have been rapidly recognized and their uses 
have widely increased, so that they are now demanded for all 
kinds of sharpening work in every part of the world. Their 
uniformity in grit and grade had much to do with their im- 
mediate popularity, but ‘probably the greatest factor in bring- 
ing them to universal use was the fact that they could be pro- 
duced with accuracy in any degree of coarseness or hardness 
to suit the particular work for which they are intended. In 
addition to sharpening ordinary tools, such as chisels, plane 
irons, etc., they can be adapted to the sharpening of the finest 
and most delicate tools and instruments. The thirty-four 
shapes in which they are regularly made and stocked prac- 
tically cover all the ordinary demands of the general trade, 
but when anything in special size, shape, grit or grade is called 
for, it can be made to order and delivered in reasonable time. 
The materials of which they are composed are very carefully 
selected and prepared, and have peculiar qualities, which make 
the stones especially fitted for sharpening, 7. e., quick, cool 
cutting, combined with great durability. The seams and 
uneven spots with which it is necessary to contend in the 
natural product, do not occur in these stones.- There are three 
regular grits, 7. ¢., coarse, medium and fine, and thirty-four 
regular shapes, also several special shapes. Combination stones 


are produced fine on one side and coarse on the other, the 
advantages of which are evident.” 

The Collins pressure regulating valve for steam, made 
by the Ohio Brass Company, Mansfield, Ohio, is described and 
illustrated in a catalogue distributed by the company. This 
valve is‘stated to reduce the boiler pressure to any pressure 
required, and that it maintains a uniform service pressure re- 
gardless of variation in the initial pressure. The body and 
main controlling valves are made of government standard 
composition as used by the United States Navy. 

Engineering marine specialties and supplies are described 
and illustrated in a catalogue published .by the Griscom- 
Spencer Company, 90 West street, New York City. “We call 
your attention to our extended facilities for the manufacture 
of all classes of engineering specialties, building of small ves- 
sels, all kinds of copper work and engineers’ supplies, electrical 
equipments, and for the supply of tools and machinery. In 
addition, we would point out the convenience of our water 
front at Jersey City, close to the Pennsylvania Railroad and 
alongside of four New York ferry slips, for repairs to steam- 
ships, yachts, tugs and general marine work. Wharf and rail- 
road tracks on the premises. We are at all times in a position 
to undertake engine and boiler repairing; the renovating of 
cabins and all manner of ship carpentry, refitting of hulls, 
rigging and decks, and appliances for handling cargo, etc., at 
short notice. Our shop room is ample for any emergency, and 
our skilled force and modern facilities are sufficient to turn 
out work with the quickest possible despatch. We have had 
long experience and are thoroughly conversant with all classes 
of shore and marine repairing, and keep in stock all supplies 
necessary for any description of repair work we might be callea 
upon to do at short notice. The West street shops were 
established in 1867, and for nearly twenty-five years did prac- 
tically all the repair work of the International Navigation 
Company (American and Red Star lines) and many other 
foreign, coastwise and river steamship and steamboat. lines. 
Operating as we do all of the branches requisite for a complete 
repair works, and the manufacture of engineering specialties 
and uniting therewith the best stocked supply house in New 
York, we possess advantages above the average establishment 
of its kind, and can offer facilities to our patrons rarely found 
in one establishment.” 


Manufacturers 
of Every 
Description of 


|DIVING APPARATUS 


For Naval, Harbour, Dock, 
Salvage Works, Pearl and 
Sponge Fisheries. - - 


PATENT SUBMARINE TELEPHONES, 
ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ 
Codes.—A.B.C. 4th & 5th Editions. 
Telephone—1998 HOP. 

4 


q 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING, 


SSS SS SSS SSS SS SS SSSSeazp 


C. E. HEINKE & CO. 


ESTABLISHED 1828. 


87, 88 & 89, Grange Road, 
Bermondsey, London, S.E. 


Photo by D. W. Noakes, Esq., Engineer, Greenwich. 


DIVER STEPPING ON LADDER TO DESCEND. 


International Marine Engineering FEBRUARY, 1908. 


Carey’s coverings are the subject of an illustrated catalogue 
of 70 pages published by the Philip Carey Company, Lockland, 
Ohio. The statement is made that they “are absolutely fire- 
proof and thorough non-conductors of heat. Confine the heat 
to the pipes, and prevent its loss through radiation. Prevent 
the condensation of steam, obviate the necessity of excessive 
firing, and reduce to a minimum the amount of fuel necessary 
to operate the plant. Save enough fuel within six or eight 
months to more than repay their original cost. _ Outlast the ENGLISH 
euuleces to SE ey. See ee and the continued savine : 

ecomes an annual dividend of at least 100 percent upon their EES 
original cost. Are in many respects dinates and in al essen- IAA i and METRIC 
tial features equal, to the best on the market. Are the cheapest, | | 
considering their efficiency and the satisfactory and remunera- 
tive results obtained by their use. Are in use and recom- 


Our Micrometers have 


HA a more exact and easier 
mended by thousands of prominent steam users throughout wl : 
: way of adjustment than by 


: 


the country. See testimonials.” 


the old method of a mov- 
able anvil. 

This is obtained by plac- 
ing over the barrel, a thin, 
graduated sleeve, which 
carries the base or zero 


“Hancock Valves” is the title of a pamphlet published by 
the Hancock Inspirator Company, 85 Liberty street, New York 
City. The introduction states: “We present for your careful 
consideration the Hancock, globe, angle, 60-degree and cross 
valves. These valves have been made by us for a number of 
years, but this book is the first catalogue in which full de- 
scriptions and price lists of all the styles and sizes of valves 


are given. These valves are designed and made to meet the 1 | line, instead of having this 
demand of steam and mechanical engineers for high grade Hj line marked on the barrel 
valves adapted to the highest steam pressures and made of the = itself. 

best material known for this Purpose, and are all made of ; . 
uniform grade, whether for the lowest steam pressure or for i Fine Mechanical 
the highest, and experience with these valves on boilers carry- Tools of All Kinds 
ing high pressures has proved them to be reliable and to keep 

tight longer than any valve that we know of. To produce such Cd 


a valve involves high-cost material and consequent high cost 
of labor, and it is not expected to compete in price with the 
ordinary globe and angle valves of commerce. All valves are 
tested and are guaranteed tight under a hydraulic pressure of THE ) oe Ss. STARRETT CoO. 
1,000 pounds, and are capable of standing an ultimate stress 


of 4,000 pounds without distortion, which when placed under a Athol, Mass., U.S. A. 
steam pressure of 500 pounds, would have a large factor of 
safety.” 


Send for Catalog 17-L 


Speed of Ship, 
I.H.P. each eng., a : 
No. of collars on each shaft, Single or twin screw, 


Revolutions per minute, 


Fill in the above and I can quote you prices for a Standard Reller 


Propeller Thrust Bearing. It will increase the efficiency of your engine. 


You use the old STEPHEN P.M. TASKER, 
thrust bearing Marine Engineer, 


body and foun- Pennsylvania Building, 
Ponies: : PHILADELPHIA, PA. 


3 8 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


FEBRUARY, 1908. 


International Marine Engineering 


Tenth and 
Latest Edition 


Copy 75-C FREE 


This booklet is brimful of just such in- 
formation as you can use in your daily 
work. Modern methods of lubricating various kinds 
of machinery, little engine room “kinks,” discovered 
by resourceful engineers—over 80 pages in all, 12 pages 
on marine lubrication. 


Write for FREE copy No, 75-C 


Joseph Dixon Crucible Co. 
Jersey City, N. J. 


We Sell all Books on Marine Engineering 


Not Out of Print 
INTERNATIONAL MARINE ENGINEERING 


LONDON NEW YORK 
Christopher Street Whitehall Building 
Finsbury Square, E. C. 17 Battery Place 


Hag D i 
E Nicholson Ship Log and Speed Indicator is <7tice) departure from 


T has no trailing line outside, and is not connected with the Engine, but is 
built in, and becomes a part of the Ship. } : 

It performs four separate and distinct operations, viz,: Keeps the time, shows 
at all times the speed in knots or miles per hour, counts the distance traveled, 
and records the same on a paper chart showing every variation in speed during 
the trip. ‘The Log can be placed in the chart room, pilot house, or on the 
bridge, or where most convenient. Send for catalogue. 


NICHOLSON SHIP LOG CO. 
CLEVELAND, OHIO, U.S. A. 
Eastern Agents: BARRETT & LAWRENCE, 662 Bullitt Building, Philadelphia, Pa. 


9 


A catalogue of steam, ammonia and hydraulic packings is 
published by the Crandall Packing Company, Palmyra, N. Y 
This is a handsomely printed and illustrated booklet of. 80 
pages, and should be in the hands of every user of packing of 
any kind. A free copy will be sent upon application to readers 
of INTERNATIONAL MARINE ENGINEERING. 


Those interested in the “paint question” should write to 
the New Jersey Zinc Company, 71 Broadway, New York City, 
and ask for the following pamphlets, which will be sent free 
to those mentioning INTERNATIONAL MARINE ENGINEERING: 
“The Paint Question,” “Paint; How, Why and When,” “Paints 
in Architecture,” “Specifications for Architects” and “French 
Government Decrees.” 


Ship and yacht builders and owners and naval architects 
interested in marine sanitary plumbing should be sure to send 
to A. B. Sands & Son Company, 22 Vesey street, New York 
City, for this company’s handsomely illustrated catalogue of 
everything that pertains to marine sanitary goods of any 
nature. 


A free copy of the catalogue of drawing materials and 
surveying instruments published by Kolesch & Company, 138 
Fulton street, New York City, will be sent to any reader 
mentioning this magazine. This is a very complete volume of 
250 pages, and should be in the hands of every user of such 
materials and instruments. 


Manganese bronze is described in a booklet issued by the 
Ajax Metal Company, Philadelphia, Pa. Manganese bronze is 
stated by the manufacturer to be the strongest bronze on the 
market. It has been used for a great many years by the United 
States and foreign governments in such castings as propeller 
wheels, gear wheels and parts of construction which are sub- 
jected to great strains. In the past the metal has been used 
more particularly for special requirements, but is now used as 
an alloy for many uses, its high tensile strength combined with 
great toughness. recommending it for numerous castings. 


Machine tools are the subject of catalogue No. 45 issued by 
the Newton Machine Tool Works, Twenty-fourth and Vine 
streets, Philadelphia, Pa. This is a handsomely illustrated 
cloth-bound volume of 304 pages.: In issuing this new general 
catalogue it is the company’s purpose to illustrate and briefly 
describe its entire line of machine tools, calling attention to the 
fact that many of the machines illustrated are at the present 
time being redesigned, and that the entire line is constantly 
being improved. Among the tools described and illustrated are 
boring machines, cold saw cutting-off machines, drilling ma- 
chines, gear cutting machines, milling machines, rotary planing 
machines, slotting machines and miscellaneous tools. 


The Paragon reverse gear is described and illustrated in a 
booklet issued by the Evans Stamping & Plating Company, 
Taunton, Mass. “It has long been admitted by marine motor 
manufacturers, and now the motor boating public is beginning 
to realize that some form of a reversing gear is the only prac- 
ticable mechanism for obtaining the reverse motion in boats 
powered by explosive engines. This fact admitted give your 
attention to a few of the more prominent superiorities of the 
Paragon reverse gear. First, it is most compact. Second, the 
materials used are of the best. The pinions and engine gear 
are made of special gear steel, the castings are of the best 
gray iron and crucible steel, while the pinions and cover are 
bushed with the best of hard bronze. Third, all parts are 
made to gage, and all holes drilled from jigs, which insures 
uniformity and makes all parts interchangeable. All gears are 
planed, making an absolutely perfect tooth in every particular, 
which insures a quiet running gear. The case is absolutely oil 
tight, which does away with the objectionable flying oil. 
Fourth, it is so constructed that it will not stall your motor 
no matter how quickly you reverse. Fifth, the gears are 
always in mesh, but in operation only when reversing or 
running idle. Sixth, the propeller gear revolving through the 
full circumference of the case insures perfect lubrication, as it 
picks up the oil and distributes it to the pinions at all times 
while reversing. Seventh, the operating lever has a movement 
of but 6 inches, which allows of a lever in the pilot house. The 
leverage is such that this gear is engaged or released with very 
little exertion. Eighth, the propeller gear, engine gear and 
thrust bearing are bored to fit your propeller and engine shafts. 
No couplings being required. Ninth, the only attention that 
this gear needs is that it have sufficient lubrication at all times. 
Tenth, there is but one adjustment, that of the friction by means 
of a screw collar, which is easy of access. Eleventh, it is easily 
installed, no cutting or fitting being necessary.” 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


FEBRUARY, 1908. 


TRADE PUBLICATIONS 
GREAT BRITAIN 


Archer’s new patent combined steam and hand-steering 
gear is the subject of illustrated folders published by Dunston 
Engine Works Company, Dunston-on-Tyne. The statement is 
made that “Archer’s new patent combined steam and hand- 
steering gear can be worked either by steam or hand, at engine 
or from bridge. The above-named gear is the result of 
utilizing Archer’s well-known patent (self-holding) hand- 
steering gear in combination with a steam engine. By means 
of clutches the gear can be worked either by hand or by steam. 
The engine is worked by the small hand wheel, and stops 
automatically the instant the hand wheel is stopped, being more 
than usually quick in action. The gear is exceedingly simple, 
being free from the multiplication of working parts common to 
most gears. The hand gear (Archer’s patent self-holding 
steering gear) the principal feature of which is the patent 
cycloidal wheel gearing, takes the place of the usual worm 
wheels in other gears. Compared with other steam steering 
gears using worm and wheel gearing, this gear has greater 
efficiency. which means that the same results are obtained by 
using a smaller engine. All the working parts, except engine, 
are contained and carried on one shaft, which makes the gear 
more compact and simple in construction than any other steam 
steering gear. The gear is less weight on account of having 
less working parts. Instant action in response to the steers- 
man. High efficiency with the minimum cost of repairs.” 


“Users of United States Metallic Packing” is the title of a 
170-page booklet published by the United States Metallic 
Packing Company, Ltd., Soho Works, Thornton Road, Brad- 
ford. 
in strong rings having pockets or horns holding springs. The 
packing blocks are put together in sections, four blocks to a 
section. Each section is therefore composed of two working 
blocks, babbitt lined, and two guide blocks. The joints be- 
tween the blocks in one section are at right angles to those in 
the other section, thus breaking joint. The blocks are regu- 
lated by springs, which merely keep the parts in place when 
the steam is shut off, as, when steam is applied, the steam 
pressure regulates and sets the packing. A ball joint on one 
side, and follower with springs on the other, give the packing 
free play, and keep it steam tight without regard to the vibra- 
tion of the rod. It works equally well whether the rod 
vibrates or not, and causing no friction it does not wear the 
rod but gives it a high polish. With efficient lubrication the 
blocks wear very slowly. Many of our packings having given 
over twenty-seven years’ service without renewal of the blocks, 
which are the only parts of the packing liable to wear. The 
whole is enclosed in a strong case, and bolted to the cylinder 
head with the usual stud bolts. In the construction of this 
packing particular attention is paid to the reduction of clear- 
ance space, no empty space being permitted beyond what is 
necessary to allow for the vibration of the rod. The packing 
case is also made as thick as possible to prevent condensation. 
Where possible the packings are fitted with drain valves to 
permit the removal of water, core sand, or other accumulations. 
The improvements recently added remove all shearing strain 
from springs, thus preventing the possibility of any “annoyance 
from breakages. Special attention has also been given to the 


use of our packing j in conjunction with superheated steam, and 
we can gtiarantee its perfect working at a temperature of 700 
degrees F.” 


“This packing consists of eight blocks, which are held . 


AA ana eee eT 


THE PHOSPHOR — 
—BRONZE CO. LTD. 


Sole Makers of the following ALLOYS: 
PHOSPHOR BRONZE. 


““Cog Wheel Brand’? and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


““Cog Wheel Brand.’’ The best qualities made. 


WHITE ANTI-FRICTION METALS + 
PLASTIC WHITE METAL. 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


“Vulcan Brand.’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Fully equal to Best White Brass No. 2, for 
lining Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. 


Cheaper than any Babbitt’s, and equal to best 
Magnolia Metal. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 


Telegraphic Address: Telephone No.: 
‘“*PHOSBRONZE, LONDON.” 557, Hop. 


Standard motors and dynamos are described and illus- 
trated in a very complete catalogue published by Electromotors, 


Ltd., Openshaw, Manchester. These motors are stated to be 
highly finished to the smallest degree. The company’s ma- 
chines bear the stamp of these characteristics to a degree only 
found in the manufactures of specialists, while fully maintain- 
ing the company’s reputation for good workmanship. They 
have spared no pains to improve the design in any particular 
directed by experience. 


Kramos, Ltd., Bath, Locksbrook Engineering Works, manu- 
facturers and patentees of portable electric tools and electric 
hoisting machinery, are distributing lists illustrating and de- 
scribing their electric hoisting machinery. These lists state 
that it is a common error to suppose that worm gearing can 
be made efficient when used on small hoists; that with worm 
gearing the whole reduction from the high-speed motor to the 
low-speed rope drum is effected by one small single gear, so 
that the whole of the power is transmitted through a very 
small. tooth-bearing surface, producing enormous friction and 
causing this type of gear to wear away quickly. This friction 
is said also to produce serious waste of electricity. With worm 
gear hoists no brake is necessary, as the worm and wheel lock 
themselves. The gear, therefore, according to Kramos, Ltd., 
should be spur gear throughout, the wheels machine-cut from 
steel blanks. 


IF YOU USE THE KING 
OF METAL POLISHES 


The United States 


427 N. Thirteenth St., PHILADELPHIA 


BRILLIAN 


It is a great MARINE FAVORITE 
Manufactured by F. M. TRAFTON CO., 176 Federal Street, Boston, Mass., U. S. A. 


UNITED STATES METALLIC PACKINGS 


RELIABLE—SATISFACTORY—EFFICIENT 
Metallic PacKing Co. 


YOU HAVE THE BEST 
IN THE WORLD 


FOR PISTON RODS AND 
VALVE STEMS OF MAIN 
AND AUXILIARY ENGINES 


CHICAGO, 509 Great Northern Bldg. 


When ‘writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


FEBRUARY, 1908. 


International Marine Engineering 


BUSINESS NOTES 
AMERICA 


The main air pumps, main and auxiliary feed pumps and 
sanitary pumps for the mine-laying steamer Captain A. M. 
Wetherill, described at page 502 of our December number, 
were supplied by M. T. Davidson Company, 154 Nassau street, 
New York. Similar equipments are being furnished by the 
same manufacturers for three duplicate boats built at the yard 
of Pusey & Jones, Wilmington, Del. 

“Tue City or Cuicaco has gone into the boat building busi- 
ness. Incidentally, when it finishes the craft on which it is 
now engaged, it will give thousands of persons a day an oppor- 
tunity of obtaining a free boat ride. At Eighteenth street and 
the river a ferryboat is nearing completion for use at Polk 
street while a new bridge is being constructed. Persons who 
cross the Chicago river at Polk street have demanded that a 
temporary bridge be constructed, but as this would be needed 
for only about four months, and would cost $5,000, Bridge 
Engineer Pihlfeldt submitted plans for a ferry to the com- 
sioner of public works, who approved them. The ferry will 
be operated by an 18-horsepower motor and will carry 100 
persons. It will cost $1,500, and will be available in a break- 
down at any bridge.” The motor referred to is an “Anderson” 
three-cylinder, 5 by 6 gasoline engine, made by Anderson 
Engine Company, Shelbyville, Ill. 

THE Power SPECIALTY ComMPANY, III Broadway, New York, 
manufacturers of the Foster patent steam superheater, reports 
a very gratifying increase in the volume of business secured 
for 1907, as compared with any previous year. The past ninety 
days has witnessed some falling off in orders but renewed 
inquiries within the past few weeks, and resumption of negotia- 
tions temporarily deferred by reason of recent financial con- 
ditions, indicate that a large number of contracts will be closed 
soon after the first of the year. Among recent orders for 
Foster superheaters for installation in practically all types of 
boilers the following are mentioned: Bernheimer & Schwartz 
Brewing Company, 2,000 horsepower in Heine boilers; 
Schlitz Brewing Company, 2,000 horsepower in Edgemoor 
boilers; Clark Thread Company, Newark, N. J., 2,500 horse- 
power in Stirling boilers; Megargee Paper Company, 750 
horsepower in Continental boilers; Wisconsin Steel Company, 


7,000 horsepower in Stirling boilers; Solvay Process Company, 
Detroit, Mich., 1,800 horsepower in B. & W. 


Mr. H. N. BENNETT is no longer in the employ of the Bird- 
Archer Company, 90 West street, New York City. Mr. Bennett 
has been succeeded by Mr. D. O’Connell as manager of the 
marine department, assisted by Mr. J. R. Gatchel and Mr. 
E. J. Du Bois. 


FIVE TRANS-ATLANTIC STEAMERS which entered the port of 
New York in the thick fog that prevailed Noy. 21 and 22 last, 
reported their experience with submarine signals. First Lieu- 
tenant Poumlot, of the French Line steamship La Savoie, ran 
into the fog Friday morning when coming on the coast. At 
Ir o’clock he began listening for the submarine bell on Nan- 
tucket Shoals lightship; heard it clearly four minutes later, 45 
degrees to port; he shaped his course accordingly, and ran for 
Sandy Hook, which bell he picked up at a distance of 3 miles, 
and entered New York harbor. After a year’s experience, 
Lieutenant Poumlot.says that all vessels should be equipped 
to receive submarine signals in order to protect them from 
disaster. On the afternoon of the same day the Hamburg- 
American steamship Patricia got the Nantucket Shoals bell 
about 10 miles out, and was able to shape her course so as not 
to approach the light vessel nearer than 9 miles. The steam- 
ship Moltke, also of the Hamburg-American Line, leaving New 
York for Mediterranean ports, got Sandy Hook bell at a dis- 
tance of 5 miles, and went on her eastward way. The White 
Star steamship Baltic heard the Fire Island bell when 11 miles 
distant, and two hours later picked up Sandy Hook at about 
the same distance. The Cunard steamship Mauretania, on her 
first trip, while feeling her way through the fog, heard the 
Sandy Hook bell at a distance of 12% miles, and ran slowly 
up to the lightship. She heard the bell for an hour before she 
heard the whistle. Undoubtedly this vessel, with 9 tons of 
gold besides other cargo, represented the greatest marine risk 
that ever crossed the Atlantic. The sense of relief felt by a 


captain when he hears the sound of the submarine bell and is 
able to get direction exactly may be imagined. An air signal 
is uncertain; it is often absolutely misleading; it may be heard 
at 5 miles and lost at 2 miles; but such distances as the five 
steamships report on Friday last cannot possibly be equaled 
by the best air signals ever invented. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 
or blow out under the highest pressure. 


WHY? 


IT IS THE MOST 
ECONOMICAL AND 
GREATEST LABOR 

SAVER 


The rubber 


It will not score the rod 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICAGO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CHestNutT STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AveENuE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Battimore STREET 
BUFFALO, N. Y., 600 PrubenTiat BUILDING 
PITTSBURGH, PA., 913-915 Liserty AVENUE 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Hotsorn Viapuct 


11 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


BUSINESS NOTES 
GREAT BRITAIN 


ORDER FoR Four OveRHEAD Cranes.——Messrs. Royce, Ltd., of 
Trafford Park, Manchester, have received from Messrs. Rich- 
ardson & Cruddas, engineers, of Bombay, an order for four 
overhead electrically-driven cranes. 


THE TENTH ANNUAL MEETING of shareholders of the Parsons 
Marine Steam Turbine Company, Ltd., held in Newcastle re- 
cently, celebrated the close of a decade in the history of the 
company by the declaration of the now usual dividend at the 
rate of 10 percent per annum and a bonus of 2% percent. The 
profits for the year amounted to £51,074, and the directors’ 
report and balance sheet bear ample testimony to the uniform 
increase year by year of the work done. It is, of course, a 
truism that the turbine has not yet got it all its own way—there 
are questions of coal consumption and economy still to be 
definitely determined; but, nevertheless, it has long ago passed 
its experimental stages, and its adoption is now general in 
certain classes of high-speed vessels. Turbines during the past 
financial year, for example, have been constructed at the 
Turbinia Works, Wallsend, for His Majesty’s yacht Alexandra 
and for Japanese passenger vessels now being built at Naga- 
saki; while the licensees of the company to-day include, in 
addition to many British firms, American, Japanese, German, 
Italian and Russian shipbuilders. “The horsepower of the 
turbine engines constructed by the company since the last 
report is 79,000, and the horsepower of orders at present in 
hand is 27,800. The horsepower of turbine engines constructed 
by the company’s licensees during the same period is 309,000, 
and the horsepower of orders at present in hand by the com- 
pany’s licensees is 463,800. The total since the commencement, 
including the turbine engines delivered and being constructed 
by licensees on the Continent, is 1,485,000 horsepower.” Such 
in brief compass is the record of last year’s work and also for 
the decade, and it must be gratifying alike to shareholders and 
all interested in the development of marine engineering. 


SIXTEENTH EDITION. Revised and Enlarged. With 250 Illustrations. 21snet. 
A MANUAL OF 


MARINE ENGINEERING 


Comprising the Designing, Construction, and Working of 
Marine Machinery. 


By A. E. SEATON, M.Inst.C.E., M.I.Mech.E., M.I.N.A. 
“The Student, the Draughtsman, and Engineer alike will find this the most valu- 
able handbook of reference onthe marine engine in existence.” —M arine Engineer. 


CHARLES GRIFFIN & CO., Ltd., Publishers, London, ENGLAND. 


FEBRUARY, 1908. 


THe “Orr’ SILENT HEATER, manufactured by Benjamin 
Parker, Ltd., 121 Suffolk street, Birmingham, has been de- 
signed especially for baths on board ship. It is simple and neat 
in construction, easily taken apart for cleaning without discon- 
necting, and protrudes only a % inch into the bath. The 
“Ottir” circulating heater for heating water in circulating pipes 
either for warm or for hot water service, is said to be the best 
swimming bath heater on the market. The “Ottist” instantan- 
eous water heater is said to be safe, automatic and economical, 
that it ‘heats only the water drawn off, and that there is no 
waste of steam maintaining heat in the body of the water. It 
is impossible to turn steam to blow through “Ottist.’ There 
is no danger of scalding, and it can be set to deliver to any 
temperature. It will deliver boiling water without humming 
and will suit any pressure of steam or water. 


THE OCEAN-GOING TORPEDO BOAT DESTROYER Mohawk, built by 
Messrs. J. Samuel White & Company, Ltd., East Cowes, Isle 
of Wight, for His Majesty’s navy, ran an official trial on the 
Maplin Mile recently, obtaining a mean speed of 34.3 knots per 
hour. This is 1.3 knots in excess of the contract speed of 33 
knots, which speed, considering the high basis speed, is a most 
remarkable result, the oil fuel consumption being very satis- 
factory. This vessel is one of the ocean-going destroyer class, 
and the following are the principal particulars of the ship: 
Length, 270 feet; displacement, 800 tons; armament, three 
I2-pounder quick firing guns, two 18-inch revolving torpedo 
tubes. The speed to be maintained on a six hours full power 
trial, 33 knots; radius of action at economical speed, 1,500 
nautical miles. The vessel is propelled by turbine machinery, 
comprising five turbines (three ahead and two astern), driving 
three shaits and propellers, built by Messrs. J. S. White & 
Company, Ltd., under license from Messrs. The Parsons 
Marine Steam Turbine Company, Ltd. the power of the 
machinery being about 14,500 indicated horsepower. The 
steam is supplied by six water-tube boilers, each of about 2,400 
horsepower of the White-Forster type, made by the same firm, 
these boilers being fired by liquid fuel on a system which has 
been experimented with successfully by the Admiralty for 
some years. No coal storage is provided in the vessel, and 
she will rely entirely on the liquid fuel installation. 


In Handsome Cloth. With 252 Illustrations. 
THE THEORY OF 


THE STEAM TURBINE 


The Principles of Construction of the Steam Turbine, and Historical 
Notes on its development. 


By ALEXANDER JUDE. 
“One of-the latest text-books also one of the best . 
absolutely No pappING.”’—Times (Sir Wm. White). 


15s net. 


there is 


t= Send for complete Catalogue of Engineering Works, post free. —® 


FIFTH EDITION. In Large Crown 8vo. Fully Illustrated. 6s net. 


ENGINE-ROOM PRACTICE 


A Handbook for Engineers and Officers in the Royal Navy and 
Mercantile Marine, including the Management of the Main 
and Auxiliary Machinery on board ship. 


By JOHN G. LIVERSIDGE, R.N., A.M.Inst.C.E. 


“ Exhaustive and comprehensive.”—Steamship. 


SECOND EDITION. Large 8vo, Handsome Cloth. With Illustrations, 
Tables, etc. 21s net. 


LUBRICATION & LUBRICANTS 


A Treatise on Theory and Practice of Lubrication, and on the 
Nature, Properties, and Testing of Lubricants. 


By LEONARD ARCHBUTT, F.I.C., F.C.S., 
AND R. M. DEELEY, M.I.Mech.E., F.G.S. 


“Contains practically ALL THAT IS KNOWN on the subject. 


A . y : Deserves the care- 
ful attention of all Engineers.”—Railway Official Gazette, 


FOURTH EDITION. Very fully Illustrated. Cloth, 4s 6d. 


STEAM-BOILERS : 


Their Defects, Management, and Construction. 
oS By R. D. MUNRO 
(Chief Engineer of the Scottish Boiler Insurance and Engine Inspection Company). 


“A valuable companion for workmen and engineers engaged about Steam 
Boilers, ought to be carefully studied, and ALWAysS AT HAND.”—Coll. Guardian. 


NINTH EDITION. Thoroughly revised. Pocket size, Leather. 8s 6d. 


MARINE ENGINEERING RULES AND TABLES 


A Pocket Book for the use of Marine Engineers, 
Naval Architects, Designers, Draughtsmen, Superintendents, and others, 


By A, E. SEATON, M.Inst.C.E., M.I.Mech.E., M.I.N.A., etc., 
AND H. M. ROUNTHWAITE, M.I.Mech.E., M.I.N.A. 
“ The best book of its kind.”—Engineer. 


FOURTH EDITION, Revised. Pocket size, Leather, 12s 6d. 


BOILERS, MARINE AND LAND: 


Their Construction and Strength. 


A Handbook of Rules, Formule, Tables, etc., relative to Material, Scantlings, 
and Pressures, Safety Valves, Springs, Fittings and Mountings, etc. 


By T. W. TRAILL, M.Inst.C.E., F.E.R.N: (late Engineer Surveyor-in-Chief 
to the Board of Trade). 


“Contains an ENORMOUS QUANTITY OF INFORMATION arranged in a very con- 
venient form A MOST USEFUL VOLUME supplying information 
to be had nowhere else.” —The Engineer. 


In Quarto, Handsome Cloth. With Numerous Plates. 25s. 


THE HEAT EFFICIENCY OF STEAM BOILERS 


(Land, Marine, and Locomotive). 
By BRYAN DONKIN, M.Inst.C.E. 


“Probably the MOST EXHAUSTIVE veswmé that has ever been collected. A 
: ’ 
PRACTICAL BOOK by a thoroughly practical man.”’—Ivon and Coal Trades’ Review. 


LONDON: GHARLES GRIFFIN & COMPANY, LTD., EXETER STREET, STRAND, W.C. 


When writing to advertisers, please mention INTERNATIONAL MARinr ENGINEERING. 


FEBRUARY, 1908. 


LAUNCHING OF THE STEAMSHIP Spreewald—On Nov. 21, 
Messrs. Furness, Withy & Company, Ltd., Hartlepool, launched 
the second of three large passenger steamers which they have 
on order for the Hamburg American Line, the vessels being 
366 feet long, and built to Germanischer Lloyd and See Berufs 
Genossenschaft rules for ocean-going passenger steamers. The 
vessels are intended for the West Indian trade, and will be 
rigged as two-masted fore and aft schooners, built on the 
deep-frame principle with two complete steel decks and long 
bridge poop and forecastle, with longboat deck amidships. All 
weather decks are sheathed with teak. The hull of the vessels 
is divided into ten watertight compartments by means of nine 
watertight bulkheads, fitted in accordance with German Board 
of Trade requirements for ocean passenger steamers. Cellular 
double bottom extends the full length of holds and boiler space 
for water ballast, the fore and after peaks being also available 
is trimming tanks. There are five large cargo hatches worked 
by eleven powerful winches, the latter being supplied and fitted 
by the builders, and seventeen derricks, two of which are 
capable of lifting 15 tons each; the derricks are made from 
patent Mannesmann tube. The vessels will be lighted through- 
out by electricity, and the installation, consisting of two fine 
dynamos, will be supplied by Messrs. Furness, Withy & Com- 
pany, Ltd. The equipment also included direct steam patent 
windlass, patent telometer steering gear, steam heaters, winch 
condenser, steam ash hoist, See’s ash ejector, fresh water con- 
denser, eight boats, with davits of Mannesmann tubes, and 
awnings all fore and aft. ’Tween decks are arranged to carry 
608 third-class passengers, and are fitted with Hoskins’ patent 
Neptune berths, while thirty first-class passengers will be ac- 
commodated in the bridge. A fine dining saloon, smoking 
saloon and ladies’ room are arranged on the bridge deck. The 
poop is fitted up as a hospital. The crew are berthed in the 
forecastle, while the captain and officers are berthed in large 
deckhouses on the boat deck; engineers’ berths, stewardesses, 
stewards, butcher’s shop, baker’s shop, galley, first-class lava- 
tories, etc., are arranged on the bridge deck. Insulated store 
rooms are fitted up in the after hold and ’tween decks, and 
refrigerating plant will be supplied in each case by Messrs. J. & 
E. Hall, Ltd. Triple expansion engines are being supplied and 
fitted by Messrs. Richardsons, Westgarth & Company, Ltd., 


Hartlepool, with cylinders 25%, 43, 72 by 48-inch stroke, steam 


International Marine Engineering 


being generated in three single-ended boilers 14 feet by 12 feet 
long, working at a pressure of 200 pounds per square inch. 
Howden’s system of forced draft will be fitted in connection 
with the boilers. The vessels are being built under the personal 
supervision of Mr. Wilke and Mr. Hatje, on behalf of the 
company. 


“NAVIGATION BY THE LEAD” predominates in the ever increas- 
ing fleet of steam trawlers and herring drifters fishing round 
the western shores of Europe, and its value is being realized 
every day by the greater navigators who guide the vessels, 
great and small, comprising the mercantile fleet of the world. 
The introduction of the sounding machine with its fine wire 
line and automatic depth recorder, making it possible to take 
soundings at any speed and in definite directions, has very 
much helped to popularize the use of the lead. The chief 
hindrance to a still greater use of the sounding machine is the 
difficulty of handling a wire line coiled on a reel 10 or 12 
inches in diameter, and running overboard at a speed of 300 
yards a minute. So long as the reel revolves at the same speed 
as the wire all goes well; but when the sinker reaches the 
bottom and the speed of the wire is in consequence instantly 
checked, then difficulty arises. Unless the brake is applied at 
the same moment as the wire slackens, the reel overruns the 
wire, the wire becomes loose on the deck and round the drum 
of the machine, getting into kinks and knots, and all sorts of 
entanglements. Needless to say, once a kink becomes estab- 
lished in the wire the wire breaks sooner or later at the kink, 
the recorder and sinker are lost, and everybody concerned is 
discouraged. Of course these things do not usually happen 
when experience and care are present. But even experience 
and care may be found wanting when the weather is bad and 
th night dark. We believe the introduction of an automatic 
brake applied when the sinker reaches the bottom, will go far 
to overcome this difficulty and cause the sounding machine 
to be used whenever the information it can give will be of 
value. Messrs. Wilson & Gillie, nautical instrument makers, 
of North Shields, have several important patents for improve- 
ments in sounding machines, and we are informed have re- 
cently applied for a patent for a brake of this description. 


ROBERT BELDAM’S AI. 


PATENT METALLIC 


A.1. “ LASCAR” Packings for H.P., I.P., 
and Low Pressures are an absolute 
Preventative of ‘‘Scored Rods.” 


ECONOMICAL AND 
EFFICIENT. 


Estimates given for every 
description of Boiler Coverings. 


If you are dissatisfied with the 
Packings you are now using, write 
to the undermentioned address for 
Samples and Quotations. 


/ 


Contractors to the Admiralty, also the British, 


‘LASCAR ’  PAckINe. 


[S| SSS | ES | 


MANUFACTURER OF 


ASBESTOS & RUBBER GOODS 


OF EVERY DESCRIPTION. 


CIRCULATING AND BALLAST PUMP VALVES 
A SPECIALITY. 


Colonial, and 
Foreign Governments. 


SSS | SSS | | 


All Communications to 


ROBERT BELDAM, 79, MARK LANE, LONDON, E.G. 


J.& EE. HALIL. Ltd. 


(ESTABLISHED 


°1785) 


23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


maKERS or CARBONIC ANHYDRIDE (CO.,) 


REFRIGERATING MACHINERY 


REPEAT INSTALLATIONS SUPPLIED TO 
UNION CASTLE MAIL S.S. Co. 53 P. & O. STEAM NAV. Co. 33 HOULDER LINE, Ltd. 13 
HAMBURG AMERICAN LINE 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Co. 46 CHARGEURS REUNIS 22 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 40 TYSER LINE 13 CANADIAN PACIFIC Ry. 12 
etc., etc, 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering FEBRUARY, 1908. 


Execrricity At SEA. The Largest Installation Afloat—Elec- 
tricity is extensively employed throughout the new Cunard liner 
Mauretania, the installation being the largest afloat, and equal 
to some generating stations on land designed for supplying a 
city of 100,000 inhabitants. The steam power required would 
drive a 10,000-ton cargo steamer at a speed of 10 knots. The 
generating plant consists of four sets of Parsons turbo- 
generators, each capable of supplying 4,000 amps. at 110 volts 
when run at a speed of 1,200 revolutions per minute. When 
compared with other large steamers of recent construction, 
such as the Cedric, which had four generating sets, each sup- 
plying 600 amps. at roo volts, it will be seen how extensively 
electricity has developed for lighting, heating, ventilation and 
auxiliary power on board Atlantic liners. For the transmission 
of the great power on the Mauretania there are nearly 100 tons 
of copper cables, which if stretched out in one length would 
measure about 250 miles. To meet the requirements of the 
Admiralty the cables had to be kept under the water-line, 
necessitating a passage through the boiler space, and to with- 
stand the heat specially prepared cables with an outer cover- 
ing of asbestos had to be made. These cables run along the 
ship’s side on porcelain insulators, and are further protected by 
an iron channel. The main switchboard is of massive con- 
struction, in two sections, one in each engine room, and so 
arranged that should one compartment be flooded with water 
the lighting could be supplied throughout the ship from the 
other side. There is a main circuit breaker of 4,000 amps. for 
each generating set, and twelve circuit breakers of 1,000 amps. 
on each board. In addition to this there is a time limit regula- 
tor for each circuit, so that any sudden load thrown on by the 
starting of various motors will not open the circuit breakers 
under the time limit. Each generator panel is also provided 
with an ampere gage and voltmeter, and separate instruments 
are provided for taking the power of the various circuits and 
adjusting the voltage of the four generators. There are some 
6,000 lamps of 16 candlepower distributed throughout the ship, 
of which 720 are fitted in the engine room and stokehold. In 
the lighting of the public rooms the fittings are of a very hand- 
some design, specially prepared to harmonize with the character 
of the decorations. \The general effect, with all the lights 
burning, is like fairyland, every part being brilliantly illumin- 
ated. In the state rooms handsome ceiling lamps are fitted, as 
well as portable reading lamps, electric radiators and connec- 
tors for curling tongs, heaters and electric fans. The naviga- 
tion lights are fitted with Martin’s patent duplex indicator on 
the navigation bridge. This apparatus registers any failure in any 
of these lights, at the same time automatically switching in a 
spare filament in the lanterns, and thus avoiding a total ex- 
tinction. In no other vessel has electricity:been so extensively 
introduced by heating and ventilating and driving auxiliary 
machinery. There are about 150 different motors, varying from 
50 horsepower for forced draft fans to the tiniest 1%4 horse- 
power for boot and knife cleaning machines, dish washers, 
potato peelers, etc. The most interesting of these are sixteen 
motors of 50 horsepower for the forced draft fans. Four large 
motors operate the opening and closing of the main steam 
sluice valves, other four are for turning the main shafts, and 
six others are for lifting the covers of the turbines. Two 
motors are connected to pumps in connection with condenser, 
four are fitted to the refrigerating machinery in the fore end 
of the vessel, while the passenger elevators and hoists for the 
mails, baggage and galley stores are all electrically driven. 
There are also four electric jib cranes for handling baggage, 
and four electric boat hoists. For the ventilation and heating 
of the ship there are no fewer than ninety motors, twenty-eight 
of which supply air to the engine room and stokeholds, while 
fifty-four motors are connected to the thermo-tanks, which 
supply hot or cold air to the passenger accommodation. 
There are three separate systems for telephone communication 
fitted on board the vessel. Graham’s loud-speaking telephones 
connect the navigation bridge to the crow’s nest on the fore- 
mast, the forecastle head and the three engine rooms, and also 
the steering gear and aft bridge. An intercommunication 
telephone system is fitted for the use of the officers and the 
engineers, and a telephone exchange for the first-class pas- 
sengers, which can be connected to the shore immediately on 
the arrival of the vessel in port, A complete system of electric 
fire alarms is also fitted throughout the ship ,a red lamp indi- 
cating their position, with indicators in the engine room and 
on the navigating bridge. There are also about fifty clocks 
fitted throughout the ship, and these are all electrically con- 
trolled from the chart room. An installation of this magnitude 
required a firm of large experience in the lighting of ships, and 
Messrs. W. C. Martin & Company, of Glasgow, London and 
Newcastle, have carried out the work most successfully in 
every detail. 


et 


The Powell Pilot Brass Mounted or All 
Ir On fiate Valve A Double Disk Iron body Gate Valve 


for medium pressures. The 
body is strong and compact 
with heavy lugs carrying 
stud bolts E. The stud 
holes in lugs of bonnet cap 
A, being accurately drilled 
totemplate,permits thevalve 
to be assembled any old way. 
No matter how you handle 
it after taking apart, it 
always fits. 

The Double Brass Disks, 
made adjustable by ball and 
socket back, are hung in re- 
cesses to the collar on the 
lower end of the stem. Stem 
is cut toa true Acme thread, 
the best for wear. 

The Powell Pilot Gate 
Valve is also made ALL 
IRON. For the control of 
cyanide solutions, acids,am- 
monia and other fluids that 
attack brass, it has no equal. 


Send for special circular. 


If YOUR jobber does not have them 
in stock--ask us who does. 


The Wm. Powell Company 


Cincinnati, Ohio 


95 Liberty St. 
New York, 954 Canal St Philadelphia, 518 Arch St, 
Boston, 239-45 Causeway St. Pittsburg, 419 Fulton Bldg. 


Marine Annunciators 
Accurate and Serviceable 


: q Non-corrosive metals and “treated” coils 
and case make a moisture-proof in- 
All holes and joints filled with moisture-proof 


compound. 

@ Heavy wood 
case and_back- 
board, finished as 
desired. 

@ Gravity drops. 
@ Drops and all 
connections are 
mounted on back- 
board, an import- 
ant feature. 

@ No mechanism 
on cover. 


@ Cover hinged 

to backboard and 

fitted with tubu- : Be 
lar rubber gasket. HOLTZER-CABOT 
@ Furnished with 

or without bell or 

buzzer. 


g A strictly high-grade instrument. 
Write for Complete Details and Quotations 


THE HOLTZER-CABOT ELECTRIC CO. 
BROOKLINE, MASS. U.S. A. CHICAGO, ILL. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


FEBRUARY, 1908. International Marine Engineering 


MARINE SOCIETIES. 


AMERICA. 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
; 12 West 81st Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
$14 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
68 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. 


NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. ; 
First Vice-President—Wm. J. Brady, Jr., 57 Mission St., San Francisco, 


Cal. 
Second Vice-Pres.—Joseph R. Blanchett, 209 Potomac Ave., Buffalo, 
N. Y. 


Third Vice-Pres.—Jos. B. Flach, 827 N. 4th St., Paducah, Ky. 
Secretary—George A. Grubb, 1818 Wolfram St., Sta. L. V., Chicago, Ill. 
Treasurer—Albert L. Jones, 289 Champlain St., Detroit, Mich. 


ADVISORY BOARD. 
Chairman—Wm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Seere En ewe D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


For Sale.—New patent (1906) for improved pincers ; abso- 
lutely novel and useful tool for drawing rusty nails and the 
like. Boughton & Company, 276 High Holborn, London, 
Wace 


THE PATENT Q. E. D. couRSE CorRECTOR made by Wilson & 
Gillie, the New Quay, North Shields, which has been described 
in connection with the standard compass, may be had separately 
and may be fitted to any binnacle top. It may also be fitted by 
means of a bracket to a steamer’s bridge rail or any other 
suitable position, in the manner indicated in the sketch. As 
there is no calculation required, it may be used in taking bear- 
ings by the stars at night, with as little trouble as taking the 
sun by day time. All the necessary tables being contained in 
Burdwood’s or Davis’ Azimuth Tables. Several hundreds of 
this instrument are now in use. 


WHERE 
TO BUY 


ANYTHING MARINE 


IN THE NEW PATTERN “CHERUB” LOG, made by Thomas 
Walker & Son, Ltd., Birmingham, the firm aimed to produce 
an instrument that will work with greater accuracy and regu- 
larity at varying speeds than the old pattern. “The good fea- 
tures of the original, which have been proved by long use, 
have been retained and improvements introduced which ex- 
perience has shown to be advisable. The most important 
changes are the use of ball-bearings instead of conical rollers, 
and the introduction of a sliding case to allow of the move- 
ment being oiled while the log is at work. The register has 
also been balanced and the internal friction reduced by the 
absence of the bell work. Before placing the log on the market 
it has been tested by a number of captains, who have unani- 
mously reported that they consider it a steady, reliable in- 
strument and an improvement upon the old pattern. Con- 
sidering the great success of our ‘Cherub’ log we think this 
high praise. The ordinary ‘Cherub’ rotators are supplied with 
the log. The log complete consists of register, two rotators 
and shells, two shoes, one hook and three glasses. It may be 
obtained from all the leading opticians and ship chandlers.” 


“SPECIALTIES IN NAVIGATIONAL INSTRUMENTS” is the title of 
a catalogue published by Wilson & Gillie, New Quay, North 
Shields, England. Regarding this company’s patent combined 
standard compass and course corrector the statement is made 
that “the card is of the ring type, now most approved as com- 
bining the best disposition of weight with the most approved 
form for accurate reading. The frame is madé of aluminium, 
and the eight short needles are arranged in such a manner as 
to give a maximum directive force combined with a minimum 
of weight. The center is made of iridium. The compass bowl 
is suspended by means of short chains and springs, in the way 
now generally accepted as the most suitable for absorbing any 
vibration, and preventing the card being disturbed by the 
racing of the propeller with a ship in ballast. On top of the 
binnacle is fitted the patent Q. E. D. course corrector—which 
has been awarded two prize medals—and is generally ac- 
knowledged to be the simplest and most compact course cor- 
rector at present in the market. It has been adopted by the 
Norwegian Veritas as one of three instruments considered 
specially suitable for ascertaining deviations. It may be used 
for ascertaining the compass error from bearings of the sun, 
moon, stars or landmarks, and gives both true and magnetic 
courses at a glance. For taking a four-point bearing it is 
exceptionally handy. It is also especially adapted for vessels 
crossing the equator, the dial being divided so that it may be 
used for either north or south latitudes, by simply reversing the 
dial, so avoiding the confusion sometimes caused by course 
correctors divided on one side only. Horizontal angles for use 
with a station pointer may also be measured most expeditiously 
by its means. When not in use the course corrector is re- 
moved from its place on the binnacle and placed in a bracket, 
which is supplied with it, and which is easily fixed in any con- 
venient position in the chart room. The binnacle stand is made 
of teakwood and strongly bolted to the deck. The magnets 
are placed in receptacles fixed inside the stand, and the door 
thereto being locked prevents unauthorized persons tampering 
with them. There is also a receptacle for a vertical magnet to 
compensate heeling error. A Flinders bar on the fore side o 
the stand, to compensate vertical induced magnetism, and 
movable globes on brackets, for correcting the quadrantal devia- 
tion, are supplied when required. The binnacle lamps are large 
and well made, and a brass shade is fitted to the glass front to 
prevent the glare from the lamps at night.” 


A Free Copy of the only 
Manne Directory ever pub- 
lished will be sent to every one 
of our readers who asks for it. 


Vest-pocket size, 5 x 25% 


ADDRESS 
INTERNATIONAL 
MARINE ENGINEERING 
17 Battery Place - New York 


Christopher Street 
Finsbury Square - London, E. C 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Engines and a is z a 
Encine Fittings International §Marine Engineering FEBRUARY, 1908. 


RAINBOW PACKING 


CAN'T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 


ECONOMICAL 
RELIABLE 


Will hold the 
highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 

PacKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 
16 Warren Street and 88 Chambers Street, New York 


Detroit, Mich.—16-24 Woodward Ave. Kansas City, Mo.—1221-1223 Union Ave. Vancouver, B. C.—Carral & Alexander Sts. 


Chicago, I11.—202-210 South Water St. peauile ad ash.—Railroad Way & Occidental Richmond, Va.—Cor. Ninth end Beary, Sts. 
Pittsburg, Pa.—634 Smithfield St. Waco, Texas—709-711 Austin A 
San Francisco, Cal.—181-153 Kansas St. Philadelphia, Pa.—220 South Fifth St. Syracuse, N. Y.—212-214 South’ Clinton St. 
New Orleans, La.—Cor. Common & Tchoup- Louisville, Ky.—111-121 West Main St. Boston, Mass.—110 Federal St. 

itoulas Sts. Indianapolis, Ind.—16-18 South Capitol Ave. Buffalo, N. x —879 Washington St. 
Atlanta, Ga.,—7-9 South Broad St. Omaha, Neb.—1218 Farnam St. Rochester, Y.—55 Hast Main St. 


Houston, Tex,—118 Main St. Denver, Col.—1621-1689 17th St. Los CaN Cal.—115 South Los Angeles St. 


Sole European Depot—Anglo-American Rub- = i 
Dora OMBT TA MEbSIsETGIbornemyiaducd FOREIGN DEPOTS Baltimore, Md,—87 Hopkins Place. 
London, BH. C. Johannesburg, South Africa—2427 Mercan- Copenhagen, Den.—Frederiksholms, Kanal 6. 
Paris, France—76 Ave. de la Republiqne. tile Building. Sydney, Australia—270 George St. 


“ 16 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


Marcu, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 


“The Use and Abuse of Stay-Bolts” is the title of a paper 
written by Mr. John Hickey, of Salt Lake City, free copies of 
which may be obtained from the Falls Hollow Staybolt Com- 
pany, Cuyahoga Falls, Ohio, by readers who will mention this 
magazine. Those interested in the subject should be sure to 
send for a copy of the paper. 

Steam pumps, pumping engines, condensers, evaporating 
and distilling apparatus, ash ejectors, etc., are described and 
illustrated in a 96-page catalogue published by M. T. Davidson 
Company, 154 Nassau street, New York City. Regarding the 
company’s evaporators and fresh water distilling apparatus 
the statement is made: “In addition to other uses, evaporators 
have become an important part of the equipment of steam 
vessels plying in salt waters. They are used for supplying the 
deficiency in feed water returned from the condenser, due to 
usual losses; also in connection with distillers or condensers 
for making water for drinking, culinary purposes, etc. On 
vessels making long voyages an evaporator is practically indis- 
pensable, and even when the trip is of such duration that the 
supply may be replenished at different ports, the fact that all 
fresh water is not desirable for boilers, makes the use of an 
evaporator advisable in order to maintain the full efficiency of 
boilers, prevent the formation of scale and the serious damage 
resulting therefrom. The waste of feed water by overflow, 
blowing of whistles, leaks in boilers, condensers, stuffing-boxes, 
pipe joints and valves, varies greatly; it is more nearly in pro- 
portion to the quantity of feed water used than to the horse- 
power. Usually a vessel fitted with engines which give a 
horsepower on (say) 16 pounds feed water will waste less 
water per horsepower than a vessel with engines requiring 40 
pounds of feed water per horsepower. Experience shows that 
this loss will be about 2 per cent of the feed water, and the 
average consumption of water per capita for drinking, cooking 
and all ordinary purposes, except bathing, is about 2% gallons 
per day. The distilling apparatus is always made large enough 
to supply much more than the amount of water required to 
allow for accidents, and also that the full supply may be ob- 
tained by running the apparatus a portion of the day.” 


Greenfield flexible steel conduit and flexible steel-armored 
conductors are described and illustrated in a catalogue pub- 
lished by the Sprague Electric Company, 527 West Thirty- 
fourth street, New York City. 


The company’s monthly stock list of boilers, engines, 
dynamos, motors and machinery will be sent free to all readers 
who will mention this magazine by Wickes Bros., Saginaw, 
Mich. 


Coal handling machinery for coaling stations, shipyards, 
boiler rooms, ete., is the subject of a very complete 64-page 
catalogue, No. 072, issued by C. W. Hunt Company, West New 
3righton, NN. Y. Any one interested in this class of machinery 
should send for a copy of this catalogue, which will be sent 
free to readers mentioning this magazine. 


Graphite brushes are the subject of an illustrated 12-page 
booklet published by the Joseph Dixon Crucible Company, 
Jersey City, N. J. This booklet contains considerable informa- 
tion of importance to all users of graphite brushes, and 
this same information is also of interest to many others con- 
nected with mechanical and electrical pursuits. A free copy 
will be sent to any of our readers upon application. 


The 1908 catalogue of the American Steam Gauge & Valve 
Manufacturing Company, 208-220 Camden street, Boston, 
Mass., is a fully illustrated cloth-bound volume of 246 pages, 
and is devoted entirely to gauges, valves, indicators and kindred 
appliances for governing, indicating, measuring, recording and 
controlling steam, water, air, gas, oil. ammonia/and all other 
pressures. This company was established in 1851, and the 
claim is made that it operates the largest plant of its kind in 
the world. Among the numerous well-known marine special- 
ties this company manufactures are the American’ Marine 
Board of Trade pop safety valves, the American duplex im- 
proved marine pop safety valves, the American Thompson 
improved indicators with new patented detent motion, an im- 
proved gas and oil engine indicator, ete. A copy of this 
catalogue should be in the hands of every marine engineer, 
naval architect, ship owner and builder. A free copy will be 
sent to every reader mentioning INTERNATIONAL MARINE 
ENGINEERING. 


Manufacturers 
of Every 
Description of | 


DIVING APPARATUS 


For Naval, Harbour, Dock, 


Salvage Works, Pearl and 
Sponge Fisheries. - - 


PATENT SUBMARINE TELEPHONES, 
ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ 
Codes.—A.B.C. 4th & 65th Editions. 
Telephone—1998 HOP. 

=> 


87, 88 & 89, Grange Road, 
Bermondsey, London, S.E. 


SS SSS SS SS SSS 


C. E. HEINKE & CO. 


ESTABLISHED 1828. 


TT 
[ | 


aliens 


—_ 


as | aes 


Photo by D. W. Noakes, Esq., Engineer, Greenwich. 


DIVER STEPPING ON LADDER TO DESCEND. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering Marcu, 1908. 


CALENDARS RECEIVED. 


The Ashton Valve Company, 271 Franklin street, Boston, 
Mass., manufacturers of pop safety valves and steam gages.— 
A calendar with a handsome picture in colors entitled “The 
Winner,” showing a fair yachtsman at the tiller of a cup 
defender. 


O. C. & K. R. Wilson, 70 West street, New York, ship 
chandlers.—A nautical calendar showing high and low water 
at Governor’s Island for every day in the year, with a table 


from which the high and low tide can be computed for seventy- eer 
five or more points on the Atlantic Ciast. And Instruments of Precision 


Heath & Company, Ltd., Observatory Works, Crayford, 
London.—A neat card calendar in white, silver and red, in the 
form of a shield and calling attention to the company’s spe- 


cialties, such as sextants, binnacles, compasses, barometers, 


binoculars, salinometers, clocks, drawing instruments, etc. TRY SQUARES 
Morris Machine Works, Baldwinsville, N. Y., manufac- STEEL RULES 

turers of centrifugal pumping machinery, vertical and hori- 

zontal engines.—A calendar with a handsome reproduction in CALIPER SQUARES 

colors of A. J. Elsley’s painting “Private and Confidential,” MICROMETERS 

portraying a little girl whispering secrets into, the ear of her METAL CLAMPS 


pet mastiff. 


Elisha Webb & Son Company, 136 South Front street, UNCC SANUS ENNID) WIRAIES 


Philadelphia, Pa., manufacturers of and dealers in steamship STEEL MEASURING TAPES 
equipment and supplies——A nautical calendar showing high ; CALIPERS AND DIVIDERS 
and low water at Philadelphia for every day in the year, with 

a table from which the high and low tide can be computed for ; AUTOMATIC CENTER PUNCHES 


seventy-five or more points on the Atlantic Coast. 


CATALOGUE 17-L, FRE 
The Falls Hollow Staybolt Company, Cuyahoga Falls, x : rs y 


Ohio, manufacturer of stay-bolt iron and steel bars—A hand- 

some calendar lithographed in several colors, from the original TH E LE: Ss. STAR R ETT CO. 

painting by Franz Charlet, entitled “First Days of Spring,” 

showing three small boys whipping their tops on the brick- ATHOL, MASS. 

paved wharf of a Belgium fishing town. These boys are 

dressed in bright colored jackets, balloon-like trousers and (TEE SS ca ed 
ESAS See ep 


wooden sabots. 


- 


fa wallace 


“HAOULTI.” 2,000 1.H.P. Fitted with Standard.Roller Bearings. 
fe : 


ARE YOU REPRESENTED IN PHILADELPHIA AND VICINITY ? 


The greatest shipbuilding center in this country. 
If not let me look after you. 


Will make your business my business. © Good personal and financial reference. 


Gasoline Engines, Marine Gas Producers, STEPHEN P. M. TASKER, Marine Engineer, 


Marine Roller Bearings, Small Electric Lighting Plants. Pennsylvania Building, Philadelphia, Pa. 


8 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Marcu, 1908. 


International Marine’ Engineering 


Tenth and 
Latest Edition 


Copy 75-C FREE 


CRAPHITE 
tsa 
LUBRICANY 


This booklet is brimful of just such in- 
formation as you can use in your daily 
work. Modern methods of Iubricating various kinds 
of machinery, little engine room “kinks,” discovered 
by resourceful engineers—over 80 pages in all, {2 pages 


on marine lubrication. 


Write for FREE copy No. 75-C 


Joseph Dixon Crucible Co. 
Jersey City, N. J. 


We Sell all Books on Marine Engineering 


Not Out of Print 
INTERNATIONAL MARINE ENGINEERING 


NEW YORK 
Whitehall. Building 
17 Battery Place 


LONDON 
Christopher Street 
Finsbury Square, E. C. 


HE Nicolson Shi Lo and Speed Indicator rot octor voce Tt 

p g p all other types of Logs, It 

has no trailing line outside, and is not connected with the Engine, but is 
built in, and becomes a part of the Ship. 

It performs four separate and distinct operations, viz.: Keeps the time, shows 
at all times the speed in knots or miles per hour, counts the distance trave led, 
and records the same on a paper chart showing every variation in speed during 
.the trip. The Log can be placed in the chart room, pilot house, or on the 
bridge, or where most convenient. Send for catalogue. 


NICHOLSON SHIP LOG CO. 
CLEVELAND, OHIO, U.S. A. 
Eastern Agents: BARRETS & LAWRENCE, 662 Bullitt Building, Philadelphia, Pa. 


9 


. of the furnaces, 


The Bourne-Fuller Company, Cleveland, Ohio, manufac- 
turers of “Climax” rivets and dealers in iron, steel, pig iron 
and coke,—An attractive wall calendar in black and white. 

The Ross Valve Company, Troy, N. Y., manufacturer of 
regulating valves, feed-water heaters, ete—A card calendar 
in a neat leather case. 

International Boiler Works Company, East Stroudsburg, 
Pa—A wall calendar with a handsome reproduction in colors 
of the French painting “The Cavalier.” 


The Delaware Marine Supply Manufacturing Company, 
Wilmington, Del., manufacturer of marine hardware and ship 
fittings of all kinds.—A calendar in a neat white bronze frame. 

The Eureka Fire Hose Manufacturing Company, 13 Bar- 
clay street, New York City, manufacturer of Eureka, Paragon 
and Red Cross fire hose—A calendar with a picture litho- 
graphed in colors, showirfg a rescue at a fire in a great city. 

The Flannery Bolt Company, Frick building, Pittsburg, 
Pa., manufacturer of Tate flexible stay-bolts—A calendar with 
a very determined looking bull dog examining one of the com- 
pany’s stay-bolts and showing his intelligence by the observa- 
tion, “It looks good to me.” 

Star Brass Manufacturing Company, 108 East Dedham 
street, Boston, Mass., manufacturers of marine engineering 
specialties—A large wall calendar calling attention to the 
company’s pop safety valves, revolution counters, marine 
clocks, steam engine indicators, ete. 


TRADE PUBLICATIONS 
GREAT BRITAIN 


Water-tube boilers for all duties are described and illus- 
trated in a catalogue issued by Clarke, Chapman & Company, 
Ltd., Gateshead-on-Tyne. Among the advantages claimed for 
these boilers are the following: “All straight tubes, no screw 
joints, easy inspection, maximum steam release, minimum 
deposit, easy cleaning.” 

The price list of packings and pipe and boiler coverings 
issued by Robert Beldam, 79 Mark Lane, London, E. C., lists 
high-pressure metallic packings, low-pressure and pump metal- 
lic packings, “Tauril”’ patented high- -pressure jointing, mis- 
cellaneous rubber and asbestos goods, “Garlock” packings for 
steam, water and ammonia, “Wilpaco” ickenite packing, 
“Halata” belting, leather hose, etc. 


The Sturtevant sectional catalogue, published by the 
Sturtevant Engineering Company, Ltd., 147 Queen Victoria 
street, London, E. C., will be sent free to any of our readers 
upon application. Among these the company particularly 
draws attention to the following: Mechanical draft for boilers, 
heating and ventilating, ship ventilation, mine and tunnel venti- 
lation, dust exhausting, sawdust and shavings removal, drying, 
steam and fume removal, smithy equipment, feed-water heaters, 
crushing, grinding and ore reducing nachan ery ore concen- 
trators. 


The Sturrock patent furnace bridge for marine and land 
boilers is described in illustrated circulars published by the 
sturrock Patent Bridge & Engineering Company, 41 Reform 
street, Dundee. This furnace bridge is said to be in use in the 
foremost steamship lines throughout the world. “The object 
of the Sturrock furnace bridge is to provide at moderate cost 
a bridge wall which shall be indestructible, can be easily re- 
moved and replaced without sacrifice of the material compris- 
ing it, and which shall assist in the perfect combustion of the 
fuel in the furnace, and also act as a smoke consumer. The 
bridge wall is composed of cast-iron bars with suitable air 
openings through it, admits air freely from the ash pit to the 
back of the bars and through the spaces between to the fire, 
whereby the usual pile of dead fire against the bridge wall is 
done away with. Air openings are also provided through the 
bars at the crest of the bridge, by which highly heated air is 
admitted to mingle with the gases from the furnace, as they 
pass into the combustion chamber, thus effecting their com- 
plete combustion and preventing smoke. The bars never reach 
fusing point; do not burn or twist, and no clinker ever adheres 
to them. When in use the bars of the bridge are securely 
locked in place, but are provided with means for readily re- 
moving them when necessary. The whole bridge wall can thus 
be taken down to admit of examination of all parts of the 
furnace and be as easily replaced without destroying any part 
of it, thus effecting a great saving in comparison with bridge 
walls of brick and fire- clay, and doing away with all corrosion 
which always takes place under the brick 
work.” 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


Marcu, 1908. 


“Wedgring” joints and fittings, made by Benjamin Parker, 
Ltd., Birmingham, are the subject of an illustrated booklet 
which. will be sent to readers of INTERNATIONAL MARINE 
ENGINEERING upon application. 


A paper on steam engine packing, by Mr. A. McSwiney, 
has been published in pamphlet form by the Birmingham As- 
sociation of Mechanical Engineers, and free copies will be sent 
to any of our readers upon application. 


Six special catalogues of nautical and scientific instru- 
ments and other specialties, such as sextants, binnacles, barom- 
eters, ships’ logs, thermometers, etc., are published by Heath & 
Company, Ltd., No. 2 Tower Royal, Canan street, London, 
E. C. Any or all of these catalogues will be sent free to 
readers mentioning INTERNATIONAL MARINE ENGINEERING. 


R. Craggs & Sons, Lid., Middlesborough, are distributing 
literature describing this firm’s “New System of Shipbuilding,’ 
which is said to be specially adapted for vessels carrying oil in 
bulk, and that it is a practical solution of the problem ot longi- 
tudinal strength in vessels of limited draft for exceptional 
length. ‘he company has launching slips 700 feet long and an 
annual capacity of 50,000 tons gross. 


All users of metallic packing should write the United 


States Metallic Packing Company, Ltd., Soho Works, Thorn- 
ton Road, Bradford, tor a copy of this company’s 144-page 
catalogue, a free copy of which will be sent to readers men- 
tioning INTERNATIONAL MARINE ENGINEERING. A large part of 
this catalogue consists of testimonials from users of this 
packing. 

An improved suction gas plant is the subject of illustrated 
circulars issued by 1. H. & J. Daniels, Ltd., Stroud, Glasgow. 
lhe advantages of this company’s suction gas producer plant 
are stated to be that it occupies a minimum amount of space, 
no gas holder or steam boiler being necessary; that there is 
no expensive cost of fixing; that either anthracite, peas or 
broken coke may be used; that the cost of working 1s about 
one-tenth of a penny per horsepower per hour; that the plant 
is of the best workmanship and design throughout. he com- 
pany guarantees to replace or repair any parts or break within 
twelve months from delivery, provided such break is due to 
fault of workmanship or material. 


BUSINESS NOTES 
AMERICA 


AT A MEETING OF THE STOCKHOLDERS of the Eureka Fire Hose 
Company, held Jan. 20, it was decided to change the name, of 
the company to the Eureka Fire Hose Manufacturing Com- 
pany. 


THE COMBINED COMPANIES of the American Institute of 
Marine Underwriters have agreed to the following resolution 
of a committee duly appointed, which resolution has been sub- 
mitted to the Lighthouse Board. The action of the Institute 
will be brought to the attention of the affiliated bodies in other 
countries, with a view of obtaining from underwriters gen- 
erally a favorable consideration of submarine signaling and the 
extension of the system both by governments and vessel 
owners. The signal system in question is made by the Sub- 
marine Signal Company, 88 Broad street, Boston, Mass.: 
“Whereas, it has been brought to the attention of the American 
Institute of Marine Underwriters that the system of sub- 
marine fog signaling has been adopted by the lighthouse 
authorities of the United States, England, Germany, France, 
Canada, Belgium and other maritime countries; and that the 
countries named have already begun to place such signals at 
danger points and at the entrance to important harbors on 
their coasts; and Whereas, ships representing one and one- 
half million tons of the mercantile marine of the world, besides 
many naval and other government vessels, are now equipped to 
receive submarine signals; and Whereas, it has been proved 
by the tests made by the various governments and by the 
reports from navigators that submarine fog signals are much 
superior to fog signals in air in so far as reliability, distance 
and direction are concerned; so that by the use of such signals 
the safety of navigation is largely increased, and a considerable 
saving of time is gained; therefore, be it Resolved, that the 
American Institute of Marine Underwriters hereby recognizes 
the system of submarine signals as an important aid to naviga- 
tion; that the action of the United States Lighthouse Board, 
in providing for the equipment of all lightships on the coasts 
of the United States and on the Great Lakes, has the approval 
of this Institute, and that we respectfully recommend to the 
Lighthouse Board the extension of the system to all fog- 
signal stations of the United States.” 


CHARLES GRIFFIN & CO., Ltd., Publishers, London, ENGLAND. 


SIXTEENTH EDITION. Revised and Enlarged. With 250 Illustrations. 21snet. 
A MANUAL OF 


MARINE ENGINEERING 


Comprising the Designing, Construction, and Working of 
Marine Machinery. 


By A. E. SEATON, M.Inst.C.E.,’M.I.Mech.E., M.I.N.A. 


“ The Student, the Draughtsman, and Engineer alike will find this the most valu- 
able handbook of reference onthe marine engine in existence.” —M arine Engineer. 


In Handsome Cloth. With 252 Iilustrations. 15s net. 
THE THEORY OF 


THE STEAM TURBINE 


The Principles of Construction of the Steam Turbine, and Historical 
Notes on its development. 
By ALEXANDER JUDE. 

“One of the latest text-books also one of the best 


bo. i there is 
absolutely No PADDING.’—Times (Sir Wm. White). 


i Send for complete Catalogue of Engineering Works, post free. ®j 


FIFTH EDITION. In Large Crown 8vo. Fully Illustrated. 6s net. 


NINTH EDITION. Thoroughly revised. Pocket size, Leather. 8s 6d. 


ENGINE-ROOM PRACTICE) MARINE ENCINEERING RULES AND TABLES 


A Handbook for Engineers and Officers in the Royal Navy and 
Mercantile Marine, including the Management of the Main 
and Auxiliary Machinery on board ship. 


By JOHN G. LIVERSIDGE, R.N., A.M.Inst.C.E. 
“ Exhaustive and comprehensive.” —Steamship. 


SECOND EDITION. Large 8vo, Handsome Cloth. With Illustrations, 
Tables, etc. 21s net. 


LUBRICATION & LUBRICANTS 


A Treatise on Theory and Practice of Lubrication, and on the 
Nature, Properties, and Testing of Lubricants. 


By LEONARD ARCHBUTT, F.I.C., F.C.S., 


AND R. M. DEELEY, M.I.Mech.E., F.G.S. 
“Contains practically ALL THAT IS KNOWN on the subject. Deserves the care- 


ful attention of all Engineers.”—Railway Official Gazette, 


FOURTH EDITION. Very fully Illustrated. Cloth, 4s 6d. 


STEAM-BOILERS : 


Their Defects, Management, and Construction, 
By R. D. MUNRO 


(Chief Engineer of the Scottish Boiler Insurance and Engine Inspection Company). 
““A valuable companion for workmen and engineers envaged about Steam 


Boilers, ought to be carefully studied, and ALWAys AT HAND.’’—Coll. Guardian. 


A Pocket Book for the use of Marine Engineers, 
Naval Architects, Designers, Draughtsmen, Superintendents, and others. 


By A. E. SEATON, M.Inst C.E.. M.I.Mech.E., M.I.N.A., etc., 
AND H. M. ROUNTHWAITE, M.I.Mech.E., M.I.N.A. 


“The best book of its kind.’’—Engineer. 


FOURTH EDITION, Revised. Pocket size, Leather, 12s 6d. 


BOILERS, MARINE AND LAND: 


Their Construction and Strength. 
A Handbook of Rules, Formule, Tables, etc., relative to Material, Scantlings, 
and Pressures, Safety Valves, Springs, Fittings and Mountings, etc. 
By T. W. TRAILL, M.Inst.C.E.. F.E.R.N. (late Engineer Surveyor-in-Chief 
to the Board of Trade). 
“Contains an ENORMOUS QUANTITY OF INFORMATION atranged in a very con- 
venient form . . A MOST USEFUL VOLUME supplying information 
to be had nowhere else.”-—The Engineer. 


In Quarto, Handsome Clo'h. With Numerous Plates. 25s. 


THE HEAT EFFICIENCY OF STEAM BOILERS 


(Land, Marine, and Locomotive). 
By BRYAN DONKIN, M.Inst.C.E. 


“Probably the MOST EXHAUSTIVE resumé that has ever been collected. A 
PRACTICAL BOOK by a thoroughly practical man.”’—Iron and Coal Trades’ Review. 


LONDON: GHARLES GRIFFIN & COMPANY, LTD., EXETER STREET, STRAND, W.C, 


10 
Wher writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


Marcu, 1908. 


International Marine Engineering 


Tue Macuinery CLus oF THE City or New York has been 
organized for. the purpose of providing a pleasant meeting 
place for entertainment in the heart of the business section of 
Manhattan, conveniently located to most of the offices of the 
concerns interested in the various branches of the machinery 
and metal trades. Quarters have been engaged on the twentieth 
and twenty-first, and possibly the nineteenth floors also, of the 
Fulton Terminal building on Church street. ‘The space re- 
served, from 36,000 to 54,000 square feet, being ample for lunch 
and grill rooms, library, assembly rooms and possibly a few 
bed rooms for the use of out-of-town members. The club will 
primarily be a lunching club, but it is expected that the unusual 
superiority of the appointments and the conyenient location 
will make it a general rendezvous for the machinery trade in 


New York. 


THE ANNUAL MEETING of the executive committee and 
election Of officers to serve for the ensuing year of the National 
Association of Engine and Boat Manufacturers was held at the 
Hotel Manhattan, New York City, Jan. 13. It was largely 
attended and was by far the most interesting meeting held by 
the committee. The reports of the various officers or com- 
mittees showed the association to be in a flourishing condition. 
Thirty new members were admitted during the past year. 
Several matters of interest were taken up and discussed. One 
was the establishing of a bureau of information whereby 
all members of the association might be informed on new 
devices. their success and improvements; also the matter of 
establishing a bureau whereby members might avail themselves 
for their clients of help, such as captains, engineers, crews, 
mechanics, etc. It is very often the case that either the engine 
builder or boat builder is called upon to furnish either an 
engineer or captain or men to form crews; also at times de- 
sirous of securing for themselves help of various kinds, and 
it was believed that in establishing such a bureau that it would 
be of benefit to the association. Applications for positions can 
be filed with the secretary of the association at the office, 314 
Madison avenue, New York City, or blanks secured from him, 
to be filled out by all seeking employment. ‘The officers elected 
were as follows: John J. Amory, president; Henry R. Sut- 
phen, first vice-president; W. J. Reynolds, second vice-presi- 
dent; J. M. Truscott, third vice-president; James Craig, treas- 
urer, and Hugh .S. Gambel, secretary. 


Tue Derroir SEAMLESS StTEEL Tubes Company, Detroit, 
Mich., is installing additional machinery to enable the com- 
pany to make larger sizes of its cold-drawn seamless steel 
mechanical tubes. 


ANY ENGINEER CAN SECURE ABSOLUTELY FREE, express charges 
paid, a large can of Keystone grease, a heavy brass grease cup, 
and an engineer's collapsible lunch box, by filling out and 
mailing to the Keystone Lubricating Company, Department V, 
Philadelphia, Pa., the coupon which appears in the company’s 
advertisement in this issue of INTERNATIONAL MARINE ENGI- 
NEERING. 


NicHoLtson Suip Locs.—Barrett & Lawrence, 662 Bullitt 
building, Philadelphia, Pa., Eastern agents of the Nicholson 
Ship Log Company, Cleveland, Ohio, among other orders re- 
ceived recently for No. 1 Nicholson ship logs, have received 
contracts to equip the steamship Oklahoma, now building at 
the yard of the New York Shipbuilding Company, Camden, 
N. J., and for the 125-foot motor yacht Allegro, now building 
at Essington, Pa., for Mr. George C. Thomas, of Philadelphia. 


THE STATEMENT OF PROFITS for the nine months ending Sept. 
30, issued by the Chicago Pneumatic Tool Company, Fisher 
building, Chicago, shows the total profits for the above-men- 
tioned period to be $727,284.75. The surplus for the nine 
months is $264,759.07, and the total surplus to the company’s 
credit is $1,143,168.51. Dividends amounting to $190,063.49 
were paid. 


THe Perrertress Rupper MANUFACTURING ComMPpaANy has 
opened a new retail department at 88 Chambers street, New 
York, which connects with the present store at 16 Warren 
street. Owing to the somewhat limited space the company has 
not been able to carry a large stock, but with the additional 
store it will always have on hand a full and complete line of 
mechanical rubber goods to fill immediate demands. 


Starrett Toors As JAIL BreEAKERS.—The Monday morning 
News, of Vicksburg, Miss., of Sept. 30 last, contains an item 
telling about a test at the county jail in which the man playing 
the part of a prisoner cut through the steel bars of the sup- 
posedly tool-proof cages in two hours and twenty-eight min- 
utes, using nothing but No. 250 saws made by the L. S. 
Starrett Company, of Athol, Mass. 


OBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS: 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACHING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICACO, ILL., 150 Lake StREET 
ST. LOUIS, MO., 218-220 CHestnut STREET 
PHILADELPHIA, PA., 118-120 NorTtH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3D AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Battimore STREET 
BUFFALO, N. Y., GOO PrubenTiaL BUILDING 
PITTSBURGH, PA., 913-915 Liserty AVENUE 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Hotsorn Viavuct 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


international Marine Engineering 


Marcu, 1908. 


BUSINESS NOTES 


GREAT BRITAIN 


THe “HANDY” POCKET KNIFE, manufactured by T. A. 
Mackereth & Company, 81 Cockayne Place, Meersbrook, Shef- 
field, is described by the firm as follows: ‘Two blades (a 
knife and screwdriver) are inserted into a square brass man- 
drel tube, which has been fitted with a rocking lever which will 
release either of the blades at will. The whole tube is then 
insulated with celluloid, which has been tested to 800 volts. 
The total length of the knife is about 3% inches when closed 
and 554 inches when open. We also make a large size when 
requested, also a single blade, which is insulated in a similar 
manner. Celluloid is used in preference to vulcanite, as it will 
not break or crack with a fall. 


WATER CIRCULATORS are described and illustrated in a cata- 
logue issued by the British Boiler Water Circulator Syndicate, 
2 Ashforth street, Nottingham, which has lately been drawing 
attention to its special circulator used in steam boilers. It is 
claimed that it does not need any structural alterations what- 
ever to the boiler. “Moreover, it can be removed, inspected, 
and replaced by an ordinary workman in something like two 
hours. The object of the appliance is to increase the water 
circulation and facilitate steam generation by giving greater 
freedom to the gas-containing globules formed on the heating 
surfaces. It is entirely automatic in action. The feed-water 
sent into the boiler must first pass through the apparatus illus- 
trated, where it is not only heated but is also cleansed and 
softened, while, further, the grease is extracted. The feed 
inlet is indicated, and the settling chamber for impurities is 
also shown. The sediment, etc., can be ejected by means of a 
blow-off cock and pipe, and in fact the only attention necessary 
is that wanted for occasionally blowing out the impurities 
which are trapped. The company are able to publish a con- 
siderable number of testimonials as to the value of their circu- 
lator. Its construction is perfectly simple, and it has no deli- 
cate parts. The usefulness of moving water rapidly over the 
heated surfaces of boilers is now being recognized, and in 
increased steaming capacity and in the use of impure or dirty 
water this appliance should show advantages.” 


THE BRIDGE PATENT LOG manufactured by Wilson & Gillie, 
New Quay, North Shields, has been designed for use as a 
bridge log, the register being fixed to the bridge rail, the 
rotator towing alongside, the line revolving in ball bearings 
at the end of an outrigger. The advantages are obvious. The 
log may be consulted by the officer in charge of the navigation 
at any moment. The rotator tows clear of ; any rubbish thrown 
over the ship’s side, and is not fouled should the vessel have 
to come astern. The line and rotator have been so constructed 
that the rotator may be towed alongside in all kinds of weather 
and manceuvres with perfect safety. The motion of the log line 
is communicated to the pointers on the dial by means of 
epicyclic gearing and a large worm wheel, driven by a worm on 
the log spindle. The bridge log has, therefore, fewer parts 
than other logs and less wear and tear. The price of the log, 
with two rotators, two shoes, and ball-bearing with special log 
line, is £4-10-0. The outrigger is best made. of 1%-inch steel 
pane Fe 13 to 14 feet long, and projecting 9 to 10 feet out- 

oar 


Fastest Boat In THE Wortp.—The new 33-knot turbine 
torpedo boat destroyer Tartar recently carried out a most 
successful official preliminary trial on the Maplin Sands. The 
speed actually obtained with a greater load than stipulated by 
contract was 34.857 knots per hour, as a mean of six runs on 
the Admiralty-measured course. This exceeds by nearly half 
a knot the speed obtained by any other boat of this class. Dur- 
ing the course of the two hours’ run the Tartar maintained 
34.7 knots. The greatest speed yet made by this vessel was 
attained on Tuesday last, when, after running round from 
Southampton to the Maplins, at an average speed of 34.0 knots, 
she broke all records by reaching 35.952 knots per hour as a 
mean of runs with and against tide on the Admiralty course. 
The Tartar is 270 feet in length, and carries an armament of 
three 12-pounder guns and two torpedo tubes. The six boilers 
are of the Tornycroft type, using oil fuel exclusively, and these, 
as well as the turbines, have been constructed by the builders 
of the vessel, Messrs. John I. Thornycroft & Company, Ltd., 
of Southampton. The Admiralty officials present included Mr. 
J. H. Ball, Mr. H. G. White and Commander Frowd, R. N. 
There were also present Col. Russo and Maj. Girola, of the 
Italian Navy, and Lieut. Cassel, of the Swedish Navy. 


ROBERT BELDAM’S AI. 


PATENT _ METALLIC 


A.1. “ LASCAR” Packings for H.P., I.P., 
and Low Pressures are an absolute 
Preventative of ‘“‘Scored Rods.” 


ECONOMICAL AND 
EFFICIENT. 


Estimates given for every 
description of Boiler Coverings. 


If you are dissatisfied with the 
Packings you are now using, write 
to the undermentioned address for 
Samples and Quotations. 


ASBESTOS & RUBBER GOODS 


‘LASCAR PACKING. 


ees | | | 


MANUFACTURER OF 


OF EVERY DESCRIPTION. 


CIRCULATING AND BALLAST PUMP VALVES 
A SPECIALITY. 


Contractors to the Admiralty, also the British, Colonial, and 
Foreign Governments. 


SS SSS. ESS ES 


All Communications to 


ROBERT BELDAM, 79, MARK LANE, LONDON, E.G. 


J.& EX. HALL Ltd. 


(ESTABLISHED 1785) 


23, St. Swithin’s Lane, London, E.C., and Dartford lronworks, Kent, England, 


MAKERS or CARBONIC ANHYDRIDE (CO,) 


REFRIGERATING MACHINE 


‘REPEAT INSTALLATIONS SUPPLIED TO 
UNION CASTLE MAIL S. S, Go. 53 P. & O. STEAM NAV. Co. 33 HOULDER LINE, Ltd. 13 
HAMBURG AMERICAN LINE 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Co. 46 CHARGEURS REUNIS 22 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 40 TYSER LINE 13 CANADIAN PACIFIC Ry. 12 


etc, 


etc. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


ApRIL, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 


Marine engineers will be interested to note the publication 
of a new and complete catalogue of steam specialties by the 
Griscom-Spencer Company, 90 West street, New York City, 
formerly the James Reilly Repair & Supply Company. The 
Reilly multi-coil feed-water heater is one of the best known 
marine feed-water heaters in the United States. Its introduc- 
tion into the Great Lakes district has been recent, but such 
installations as have been made are stated to have shown the 
remarkably high efficiency and to be arousing much attention 
among the Lake engineers, where hitherto the straight-tube 
heaters have been in general use. The catalogue explains in 
detail the scientific theory embodied in the use of a large num- 
ber of small-diameter copper tubes, coiled helically on a small 
radius, whereby the violent .agitation so necessary to the 
efficient and rapid absorption of heat in a closed heater is 
secured in the highest degree. This catalogue is of more than 
usual interest and value by reason of the rules and tables it 
contains, showing the calculations and results to be secured 
from the installation of feed-water heaters. These tables are 
figured for several different kinds of steam plants, for different 
values of coal and for various initial temperatures of feed, and 
show the remarkable yearly cash savings per horsepower of 
main engines effected by the use of heaters. The catalogue 
also contains an interesting discussion of the various phases 
of the feed-water question, and the information will be of 
much value to any engineer as a guide for determining the 
selection of the feed-water heaters. The catalogue also de- 
scribes briefly the other well-known specialties of the Griscom- 
Spencer Company. The Reilly multi-coil evaporator is de- 
signed especially for use on shipboard for distilling sea-water, 
for drinking purposes and for make-up boiler feed. The 
Reilly multi-coil condenser, to be used in conjunction with the 
evaporator. The Reilly water filter for rendering distilled 
water sweet and palatable. The Reilly grease exttactor feed- 
water purifier and filter for removing ‘oil, grease and other 
impurities from feed-water. The catalogue is elaborately illus- 
trated with half-tones and diagrams. Copies will be sent upon 
request to readers mentioning INTERNATIONAL MARINE ENGI- 
NEERING. 


Turbine engines, separate, or driving dynamos or blowers, 
and centrifugal pumps, turbine or motor driven, are described 
and illustrated in a 30-page catalogue published by- the De 
Laval Steam Turbine Company, Trenton, N. J. “In the fol- 
lowing pages will be found brief descriptions of the different 
types of high-grade turbine and motor-driven machinery manu- 
factured by the De Laval Steam Turbine Company, at their 
works, Trenton, N. J., for the past six years. Four European 
De Laval companies are producing the same class of apparatus 
under De Laval patents, their combined product in the last 
sixteen years being over 150,000 horsepower. All experimental 
work on the De Laval turbine and the De Laval centrifugal 
pump was completed before the machinery was placed on the 
market, which fact is an assurance against. annoyance, due 
to delays so often experienced in other types of steam turbines 
and centrifugal pumps of various designs.” 


“A Brief History of Lubrication” is the title of a pamphlet 
published by the Keystone Lubricating Company, Twentieth 
street and Allegheny avenue, Philadelphia, Pa. ‘You cannot 
hold oil on a bearing. Oil lubricant means a continuous stream 
of oil. It means waste and mess and expense. ‘There is only 
one perfect lubricant, and that is Keystone grease. Mind you, 
we emphasize the Krystonr. There is much grease that is 
worse than oil. Much grease is made by adding resinous oils, 
tallow, graphite, talc, asbestos or beeswax to a petroleum base. 
This gives a heavy bodied grease that has all the appearance 
of efficiency. If there were nothing better, the wise engineer 
should sidestep it and stick to his oil. Keystone grease is 
applicable to all kinds of machinery by means of any ordinary 
oil-feeding device, and is particularly adapted for ring, roller 
and chain oil bearings. It is also applicable to all high-speed 
engines, dynamos, generators, fans, governors, pulleys, ete. 
Its non-staining quality makes it a great favorite with textile 
manufacturers. Regardless of conditions, 1 pound of No. 6 
density is guaranteed to outlast 4 to 5 gallons of any lubricat- 
ing oil. No. 6 density of Keystone grease obviates the neces- 
sity of supplying several different oils for different purposes. 
It fulfils every requirement and does it perfectly. No. 6 
density possesses greater ability than any oil with less fric- 
tional resistance, wand it peer ceents the very acme of economy 
and convenience.’ 


Manufacturers 
of Every 
Description of 


DIVING APPARATUS 


For Naval, 


Harbour, Dock, 
mehonsebhishenles aes = 


PATENT SUBMARINE TELEPHONES, 
ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ 
Codes.—A.B.C. 4th & &th Editions. 
Telephone—1998 HOP. 

ez 


87, 88 & 89, Grange Road, 
Bermondsey, London, S.E. 


Us 


‘When writing to advertisers, please mention INTERNATIONAL 


¢ E a a c KK 3 


& CC 


ESTABLISHED 1828. 


Photo by D. W. Noakes, Esq., Engineer, Greenwick. 


DIVER STEPPING ON LADDER TO DESCEND, 


MARINE ENGINEERING. 


International Marine Engineering APRIL, 1908. 


“Patents for Profit” is the title of a 60-page booklet dis- 
tributed by Mason, Fenwick & Lawrence, patent and trade- 
mark lawyers, 602 F street, N. W., Washington, D. C. 


All of our readers interested in the subject of valves and 
steam fittings of any kind should write Crane Company, 
Chicago, Ill., mentioning this magazine, and ask to be put on 
the free mailing list of the monthly magazine, The Valve 
W orld. 


The Edson pressure recording gage made by the Ashcroft 
Manufacturing Company, 85 Liberty street, New York City, 
is the subject of a pamphlet published by the manufacturer. 


“The Edson pressure recording gage is the most accurate and FE 9 S 2 
sensitive instrument made for recording steam, air, gas, water, The new quick adjusting, auto 


ammonia and all fluid pressures. The Edson gage is indispen- matic closing nut on our spring 
sable in water works, power and refrigerating plants and all aie 
places where a record of pressures carried is desired. The H dividers saves much valuable 
saving resulting from the use of one of these gages, in even the fn 

smallest plants, is such that it very quickly pays ror Itself. 
In the Edson, the recording mechanism is actuated by a cor- 
rugated diaphragm of tempered steel, which is carefully treated 
by a special process. This construction is very much superior 
to that of the Bourbon tube employed in other recording 
gages. A Bourbon tube of any design is subject to permanent i i 

set, making repairs or readjustment necessary at frequent in- Our instruments of precision of 
tervals. On the other hand, the Edson gage will remain ac- : 
curate for many years. The rectangular chart employed in the all kinds show the latest state 
Edson gage is far more superior, for practical purposes, than 
the round chart generally used in other recording gages. With = : of the art. 
the rectangular chart it is possible to obtain a complete record = 

of the pressure carried at all times, day and night, while with a j : 
circular chart there is always a chance of the pressure lines fe CATALOG 17-L FREE 
joining at the end of each twenty-four hours’ record, unless the = 

chart is removed Die ceely at the end pi that period. This, of 2 

course, destroys part of the record. e marking point used : 

in the Edson gage is either lead or silver, the latter for use The L. S. Starrett Co. 
with special chemically prepared paper. Either style marker is Athol, Mass., U. S. A. 
superior to an ink marker, which never makes a line fine 
enough to permit a close and accurate reading of the record.” 


time in opening and closing 
spring-bow calipers and divi- 
ders. 


GASOLINE ENGINES FOR PROPULSION 


or any other purpose. 


All Sizes. Immediate Shipment. New and Second-hand. 


State your wants. 


‘ 


Engines and Plants STEPHEN P. M. TASKER, Marine Engineer, 
installed and guaranteed. } Pennsylvania Building, Philadelphia, Pa. 


Outfit now and be ready for coming season. 
8 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


APRIL, 1908. 


International Marine Engineering 


Tenth and 
Latest Edition 


Copy 75-C FREE 


booklet is brimful of just such in- 
formation as you can use in your daily 
work, Modern methods of lubricating various kinds 
of machinery, little engine room “kinks,” discovered 
by resourceful engineers—over 80 pages in all, {2 pages 


on marine lubrication. 


Write for FREE copy No. 75-C 


Joseph Dixon Crucible Co. 
Jersey City, N. J. 


We Sell all Books on Marine Engineering 


Not Out of Print 
INTERNATIONAL MARINE ENGINEERING 


LONDON \ NEW YORK 
Christopher Street Whitehall Building 
Finsbury Square, E. C. 17 Battery Place 


is a radical departure from 
all other types of Logs. It 


pre Nicholson Ship Log and Speed Indicator 


has no trailing line outside, and is not connected with the Engine, but is 
built in, and becomes a part of the Ship. 

It performs four separate and distinct operations, viz.: Keeps the time, shows 

at all times the speed in knots or miles per hour, counts the distance traveled, 

and records the same on a paper chart showing every variation in speed during 


the trip. The Log can be placed in the chart room, pilot house, or on the 
bridge, or where most convenient. Send for catalogue. 


NICHOLSON SHIP LOG CO. 


CLEVELAND, OHIO, U.S. A. 
Eastern Agents: BARRETT & LAWRENCE, 662 Bullitt Building, Philadelphia, Pa. 


9 


The Arbecam Alidade, made by the E. S. Ritchie & Sons, 
Brookline, Mass., is described in an illustrated catalogue dis- 
tributed by the maker. “It is specially designed for instantly 
taking bearings, cross bearings, etc., directly from the com- 
pass, without possibility of error. It is unaffected by vibration, 
rolling or pitching, and adjusts itself to every motion of the 
vessel. Compass never exposed to the weather. A safeguard 
in approaching land, entering harbor, taking departure, shaping 
courses, etc. Endorsed by high naval and merchant marine 
officials. The attachment for the correction of the deviation 
of the compass is a contrivance of the greatest importance and 
value to the navigator, as it precludes the possibility of making 
a mistake in applying the deviation, as but one operation is 
necessary to compensate all bearings for the ship’s heading. 
The attachment consists of a pointer and a graduated segment 
of a circle, the graduations extending 25 degrees east or west, 
as marked on the plate. The pointer is secured at the middle 
line of these divisions, bringing the sights, pointer and needle 
supported on the compass dial in the same vertical plane.” 


The “Ideal” automatic pump governor made by the Ideal 
Automatic Pump Governor Company, 15 Whitehall street, 
New York City, “is the only pump governor ever approved by 
the National Board of Supervising Inspectors of Steam Ves- 
sels. It is the only pump governor on the market having a 
body of oil in water pressure cylinder. The piston and water 
pressure cylinder is protected from corrosion and sticking fast 
when the pump that it is installed on is pumping salt water 
or other liquids that leave a deposit. The body of oil in the 
trap and cylinder floating on top of the water or other liquids 
being pumped follows the piston in both of its upward and 
downward strokes, thoroughly lubricating and protecting the 
wearing surface of cylinder walls and piston from all liability 
to be corroded or to stick fast when called on to act. The 
greatest fault, heretofore, with automatic pump governors is 
that they corrode and stick fast, and thereby fail to work when 
needed. This can all be overcome by the use of the ideal 
governor, on account of the body of oil floating on top of the 
salt water or other liquids being pumped under pressure in the 
cylinder and pipe trap between the piston and pump’s pressure 
stand-pipe proper.” 


The Universal double-tube injector is the subject of an 
illustrated catalogue published by the Schutte & Koerting 
Company, Philadelphia, Pa. The description furnished by the 
company of this injector, and the reasons given why the 
Universal double-tube injector should have preference, are as 
follows: “The injector is the combination of two jets—the 
lower jet proportioned for extreme temperature and for quick 
and strong action, which includes maximum high suction. The 
discharge is into the upper jet, where the water receives the 
additional strong impulse to carry it into the boiler. The 
pressure and volume from the lower jet correspond to the 
steam pressure, and this is as it should be to answer the re- 
quirements of the upper or forcing jet. The varying volume 
insures the proper working at high steam pressure as well as 
at low, and increased pressure admits of increased high tem- 
perature. The self-governing or automatic features are the 
reason why this injector gives the same high duty and works 
with the same strong and positive action under varying pres- 
sures of steam with highest temperature of feed-water under 
pressure or high lift. On page 1—A—2 we explain the general 
action of the injector and its resulting qualities, due to the 
double-tube principle and the proper proportioning of the same. 
While this is one of the reasons of its high duty, it is equally 
important that the mechanical construction and combination 
of parts should be correct in principle and execution, so as 
to provide convenience of manipulation and positive move- 
ments of mechanism. There is no part in the construction of 
the Universal double-tube injector to which the most exacting 
mechanic could take exception. There are no divisions formed 
by the makeshift of double shoulders or taper threads. All 
joints have single shoulders and are tight. There is no delicate 
adjustment of nozzles and no slip joints to wear and leak; all 
nozzles are fixed. There is no (so-called) automatic starting 
check valve to stick fast or to stop the action of the injector 
by a grain of sand under its seat. The starting valve is con- 
nected to the hand lever and compelled to move with it. The 
material used is the mixture of best copper and tin, new metal 
only, and so guaranteed. The notable features may be thus 
summed up: The injector needs no adjustment; it does the 
same high duty, and is always ready to start under all varia- 
tions of steam pressure, of water supply, and of service, warm 
or cold water, pressure water, or highest suction. The in- 
jector never fails to start, however hot, and never breaks 
through shocks or jars, however rough and hard. The last 
quality has made the injector almost essential for steam autos 
and road engines. For locomotive service we make injectors to 
any standard of specified dimensions and capacity.” 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


April, 1908. 


The minutes of the annual meeting of the National Asso- 
ciation of Engine and Boat Manufacturers, 314 Madison 
avenue, New York City, held Dec. 12, 1907, at the Engineers’ 
Club, have been republished in pamphlet form by the associa- 
tion. Anyone interested in the work of the association should 
write the secretary, Mr. Hugh S. Gambel, asking for a copy of 
the minutes and for information regarding the scope of the 
association. 


“Comparative Weight. Volume and Price of Lubricant” 
is the title of a folder published by the Keystone Lubricating 
Company, Twentieth street and Allegheny avenue, Philadel- 
phia, Pa. “A most interesting and rarely appreciative compari- 
son of oil and grease is that of weight and volume. The 
United States gallon is made to contain 8.3 pounds of dis- 
tilled water. Distilled water is the basis of specific gravity. 
The average specific gravity of lubricating oils is .97. That is, 
when a certain amount of distilled water would weigh 10 
units, the same volume of oil would weigh .97 as much. There- 
fore, a gallon of the average lubricating oil weighs 8.051 
pounds. Keystone grease is guaranteed to be equal to 4 to 
6 gallons of any oil for lubricating purposes. Therefore, the 
guarantee may be made to read that 1 pound of Keystone 
grease would equal 40.255 to 48.306 pounds of any lubricating 
oil. Are you paying freight on your lubricant? Are. your 
teams hauling your lubricant many miles? Keystone grease, 
although not a liquid, is lighter than water; yet assume that 
specific gravity were the same, a gallon of Keystone grease 
would weigh 8.3 pounds. Now, 1 pound of Keystone grease 1s 
equal to 40.225 to 48.306 pounds of any oil. A gallon of Key- 
stone grease is equal to 333.8075 to 400.9398 gallons of any oil. 
We guarantee 1 pound of Keystone grease to equal 3 to 4 
pounds of any other grease. We have worked out a table 
giving prices of some other greases, and show what you can 
afford to pay for Keystone.” 


Marine and stationary packings are described and illus- 
trated in one of the handsomest catalogues we have ever seen, 
both as regards to illustrations, typography and binding. This 
catalogue is issued by the Garlock Packing Company, Palmyra, 
N. Y., and a free copy will be sent to every reader mentioning 
INTERNATIONAL MARINE ENGINEERING. The introduction to 
this catalogue states: “Garlock packings have for the last 
quarter of a century been the standard of the world. They 
need no introduction to mechanical men. The great popu- 
larity and the splendid service they have given on every class 
of work prove them beyond all question the best packings on 
the market. To keep pace with the tremendous increase in 
steam and hydraulic pressures, due to the vast improvements 
in the manufacture of modern machinery—and with the 
changed conditions arising from the introduction of gas as a 
motive power—we have brought forth many new packings. 
In this catalogue we are placing before our customers all of 
our latest improvements and inventions. We desire to call 
particular attention to our complete line of metal packings, 
which are fully described herein. In the manufacture of 
packings there is a wide range in the choice of materials. It 
is here that we have taken the lead. We feel that our great 
success has been due primarily to the fact that we consider the 
best none too good and high-grade goods always the most 
economical. We have always insisted on the best of everything 
—the best design, the best material, the best workmanship. It 
is because of this that we are to-day the largest manufacturers 
and distributers of piston packings in the world. Our stores 
and offices stretch from New York to San Francisco and from 
Boston to New Orleans. Our many factories, which are the 
largest and best equipped of their kind in the country, are so 
located that we can fill the requirements of our stores promptly 
and efficiently. All of our stores carry a very complete line 
of packings in stock, and, with the exception of metal pack- 
ings, all ordinary orders can be filled the day received at the 
factory. For the convenience of our customers the fibrous or 
soft packings are sold in three forms, that is, ring, spiral or 
coil. Each form has its particular advantages for certain 
kinds of work. The location of our numerous branch stores 
and factories is such as to give us the greatest advantage in 
serving our customers promptly. Look at the addresses of our 
branches on page 2 and you will see how well we have covered 
the sections of the United States with a view to quick service 
to any point whatever.” 


Powell’s WHITE STAR Valve 


the trouble eliminator 


You don’t have to 
change the disc every 
day as the metal is 
hard white bronze 
composition that will 
stand constant hard: 
usage. 

Used as a throttle 
on your steam pump 
it will outlast a large 
number of vulcanite 
or composition discs, 
and will outlast any 
other valve from two 
and five to one. 

Don’t take our 
word for it— TRY ONE. 


Your jobber will sup- 
ply it if YOU insist. If 
he won’t, ask us who will. 
Look for the name. 


=~. Ail 


THE WM. POWELL COMPANY 


CINCINNATI, OHIO 
New York: 95 Liberty St., 254 Canal St. Boston: 239-45 Causeway St. 
Philadelphia: 518 Arch St. Pittsburg: 419 Fulton Bldg. 


Engines and boats are the subject of catalogue No. 5 
issued by the C. F. Sparks Machine Company, Alton, Ill. The 
company claims superiority for its products in quality, prices 
and terms. 

“Aids to Navigation” is the title of a 30-page illustrated 
catalogue issued by the Nicholson Ship Log Company, 409 
Superior street, Cleveland, Ohio. “The Nicholson recording 
ship log is a radical departure from all other types of nautical 
measuring devices. In addition to giving the mileage sailed, 
it shows the speed per hour on a dial and records this speed 
on a chart for every minute of the trip. Shese records can 
be dated and filed away for further reference, and should any 
accident or controversy occur, they would furnish incontestable 
evidence. The successful application of the speed of the 
moment dial and the record is entirely original with the 
Nicholson log.” 

“The motor that motes” is described and illustrated in a 
catalogue issued by the Bridgeport Motor Company, Bridge- 
port, Conn. This company does not wish any of its customers ~ 
to buy its motors without thorough investigation, and will 
therefore make an appointment for a trial trip at any time, 
by giving notice a little in advance. The Bridgeport motors 
are guaranteed to be made from the best material, in a first- 
class, workmanlike manner, to have been subjected to thorough 
and careful trial and to be in perfect working order when 
shipped. They are guaranteed for one year against defective 
material and workmanship, and the company will furnish, free, 
duplicates of any parts proving defective, on return of the 
broken or defective part, at any time within one year from 
date of purchase. The catalogue is very clearly illustrated, 
and intending purchasers can obtain a good idea of the design 
of the “Bridgeport” motor, showing the accessibility of work- 
ing parts, the construction of the cylinders, crank shaft, crank 
disk, piston, piston rings, connecting rod, piston wrist pin, 
pump and ignition device. The company makes a special point 
regarding its superior system of lubrication. 


IF YOU USE THE KING 
OF METAL POLISHES 


BRILLIAN 


It is a great MARINE FAVORITE 
Manufactured by F. M. TRAFTON CO., 176 Federal Street, Boston, Mass., U. S. A. 


YOU HAVE THE BEST 
IN THE WORLD 


10 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


AprIL, 1908. 


International Marine Engineering 


“Collapsing Pressures of Lap-Welded Steel Tubes.”—A 
paper by Prof. R. T. Stewart, read at the May, 1906, meeting 
of the American Society of Mechanical Engineers, 25 West 
Thirty-ninth street, New York City, has been republished in 
pamphlet form by the society. This research was undertaken 
for the purpose of supplying an urgent demand for reliable 
information on the behavior of modern wrought tubes when 
subject to fluid collapsing pressure. Every means known to 
engineering science that could aid in the accomplishing of this 
undertaking has been used and every possible effort made to 
get at the root and to have the research yield trustworthy data. 
It was planned and executed under the immediate direction of 
the author, at the McKeesport works of the National Tube 
Company, and occupied during a period of four years the time 
of from one to six men. A free copy of this pamphlet may 
be obtained upon request from the National Tube Company, 
Frick building, Pittsburg, Pa., by those of our readers who 
will mention this magazine. 


The Dake steam turbine is described and illustrated in a 
catalogue published by the Dake-American Steam Turbine 
Company, Grand Rapids, Mich. “The inventor, Mr. Charles 
W. Dake, an engineer of wide experience in his chosen field, 
was not satisfied with the results secured through the use of 
the vane-bucket. He accordingly entered upon a series of ex- 
periments, which culminated in the production of the re- 
curved U-shaped bucket—a bucket having plain curved walls 
similar to the buckets used to-day in some types of turbines. 
This bucket was found to be but little better than the vane- 
bucket originally used by him. Further experiments were 
then undertaken, which resulted in the bringing out of the 
step-bucket now used in the Dake turbine. This bucket has 
stepped-curved walls as contrasted with the former plain type, 
and the steam is made to discharge at the end of the bucket 
instead of from the side. Improvements in the nozzles used 
and in the construction and control of the governor have gone 
steadily forward along with the other developments. The 
Dake-American Steam Turbine Company having established 
to its own satisfaction the superior merits of the Dake steam 
turbine, has entered the market prepared to furnish to users 
everywhere this—the best—type of steam power producer.” 


TRADE PUBLICATIONS 


GREAT BRITAIN 


“The Davie Specialties” is the title of an illustrated 72-page 
catalogue published by Davie & Horne, Johnstone, near Glas- 
gow. The sections of this catalogue are devoted to evapora- 
tors, distilling plants, filters, non-joined heaters and filters, 
valves and references. 


The Clayton system of fire prevention and extinction, 
fumigation and disinfection, as used on shipboard and for port 
fire extinguishing and disinfection, is the subject of a 44-page 
catalogue issued by the Clayton Fire Extinguishing & Venti- 
lating Company, Ltd., 22 Craven street, London, W. C. 


Particulars regarding the official 6-hour, full speed trial of 
H. M. S. Tartar, one of the larger class of ocean-going de- 
stroyers, built by Messrs. John I. Thornycroft & Company, 
Ltd., Southampton, have been reprinted from Engineering in 
the form of an illustrated folder, and free copies will be sent by 
Messrs. Thornycroft to any of our readers upon application. 


‘The Horne steam trap made by J. S. Reid, 25 Wellington 
street, Glasgow, “has been designed to utilize to the best 
advantage the properties of a highly expensive material. This 
is acomplished by confining this material in the tube having the 
piston fitting therein, so that, on steam passing through the 
trap, expansion takes place immediately in the tube closing the 
valve. Upon the gathering of water the temperature is re- 
duced, causing contraction, which opens the valve, allowing 
the condensation to be drained off, the valve again closing on 
the admission of steam. Owing to expansive part of trap being 
on the pressure side of valve and expansive material used being 
very sensitive and highly expansive, the trap will work in- 
stantly on the gathering of water; the opening given is very 
large, coping with large rushes of water, thus differing from 
most expansion traps, where the expansive part is on the 
exhaust side of valve, changes in temperature being indirectly 
communicated, consequently causing slower action and less 
variation. By providing the strong spring the trap can have 
variable setting, and will work efficiently on a varying pres- 
sure, neither blowing off steam at the lowest pressure nor 
straining itself at the highest pressure.” 


COBBS HIGH PRESSURE SPIRAL PISTON 


“And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


Because it is the only one constructed on correct principles. The rubber 


WHY? 


core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICAGO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CHestNuT STREET 
PHILADELPHIA, PA., 118-120 NorTtH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH StREET AND 3p Avenue, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Bactimore STREET 
BUFFALO, N. Y., GOO PrubenTiaL BuiLDING 
PITTSBURGH, PA., 913-915 Liserty Avenue 
SPOKANE, WASH., 163 S. Lincotn SrrReeT 
LONDON, E. C., ENGLAND, 58 Hotsorn Viapuct 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


APRIL, 1908. 


The Crosby Steam Gage & Valve Company, 147 Queen 
Victoria street, London, E. C., is distributing a new booklet 
dealing with the indicating of gas and oil engines. 

Patented “Simplex” furnace bars for marine and land 
boilers, “especially adapted for burning all kinds of fuel with 
the best steaming results,’ are described in an illustrated circu- 
lar published by Willock, Reid & Company, Ltd., 52 Queen 
Victoria street, London, E. C. 


BUSINESS NOTES 


AMERICA 


Wa tter B. Snow, publicity engineer, 170 Summer street, 
Boston, Mass., has been elected president of the Alumni As- 
sociation of the Massachusetts Institute of Technology. 


THe Eureka Fire Host MANuFAcTURING COMPANY, 13 
Barclay street, New York City, has elected the following direc- 
tors: B. L. Stowe, N. F. McKeon, G. A. Wies. Officers for 
the ensuing year are: B. L. Stowe, president; I. B. Markey, 
vice-president; G. A. Wies, vice-president and treasurer; N. F. 
McKeon, secretary; W. F. Wies, assistant treasurer; W. F. 
Volz, assistant secretary. 

Tue Power SpeciALty Company, I11 Broadway, New York 
City, manufacturers of the Foster patent steam superheater, 
has secured among recent contracts the following covering the 
installation of this superheater in the boilers indicated: Home 
Electric Light & Steam Heating Company, Tyrone, Pa., 840 
horsepower in Heine boilers; Torresdale Filtration Plant, 
Philadelphia second order), 900 horsepower in Heine boilers; 
Western Clock Manufacturing Company, La Salle, Ill. (second 
order), 300 horsepower in return tubular boilers; Bernheimer 
& Schwartz Brewing Company, New York City, 1,900 horse- 
power in Heine boilers; Garden City Company, Garden City, 
L. I., 200 horsepower in return tubular boilers; National Sugar 
Refining Company, Yonkers, N. Y., 1,134 horsepower in B. & 
W. boilers. It has also sold Foster superheaters of the inde- 
pendently-fired type to New Jersey Zinc Company, University 
of West Virginia, Abendroth & Root Manufacturing Com- 
pany, Seacoast Canning Company. This latter company had 
within the past year equipped seven of its plants with Foster 
superheaters, the same being installed in return tubular type 
of boilers. 


A_ Bre Orber ror HAywarp Hanp Grenapes.—S. F. Hayward 
& Company, 20 Warren street, New York City, recently re- 
ceived an order from the United States Navy Department for 

2,000 Hayward hand grenades, to be delivered to the Mare 
Island Navy Yard. These grenades have also been adopted 
and used for many years by the United States War Depart- 
ment, United States Treasury Department and the United 
States Postoffice Department. 


Sup Locs 1n New Yacuts.—Mr. Roy A. Rainey, of New 
York City, has ordered a Nicholson ship log for his new steam 
vacht now building in Scotland, and Mr. Cyrus Curtis, of 
Philadelphia, has ordered one of these logs for his yacht 
Lyndonia. These logs are made by the Nicholson Ship Log 
Company, 409 Superior street, Cleveland, Ohio. The Eastern 
agents are Messrs. Barrett & Lawrence, 662 Bullitt building, 
Philadelphia, Par 


Has Been Maxine Auxitiary MACHINERY FOR SHIPS FOR 
Firry Yrears.—The American Ship Windlass Company, Provi- 
dence, R. I., manufacturer of windlasses, towing machines, 
capstans, hoisting engines, anchors, sailing ships’ outfits and 
auxiliary ships’ machinery of all kinds, has been in business 
for more than half a century. More than 150 of this com- 
pany’s towing machines are in use. They have been used for 
towing oil barges across the Atlantic and around Cape Horn 
to San Francisco. They were used to tow the drydock Dewey 
to the Philippines. 


THe McARTHUR PORTABLE FIRE ESCAPE AND “JACOB’S LADDER,” 
made by the McAthur Portable Ladder Company, 1999 Clark 
avenue, Cleveland, Ohio, “is meeting with universal approval 
for regular use aboard ship. It combines extreme lightness 
with great strength. It will not tangle, swing or corrode, .in- 
suring durability and safety. These ladders are a combination 
of the strongest metals, steel hooks, links, snaps and steel 
chains, four flexible cables of the best galvanized wires, guar- 
anteed against:all ravages of the weather. This ladder is 
easily understood and thoroughly practical. No substitute is 
possible for this Jacob’s ladder for safety and speedy action. 
It answers the same purpose on the small boat as on the large 
boat—is not a luxury, but an absolute necessity on every ship, 
and modern vessels are equipped with this excellent ap- 
plance.” 


ROBERT BELDAM’S AL. 


PATENT METALLIC 


A.1. “ LASCAR” Packings for H.P., I.P., 
and Low Pressures are an absolute 
Preventative of ‘‘Scored Rods.” 


ECONOMICAL AND 
EFFICIENT. 


Estimates given for every 
description of Boiler Coverings. 


If you are dissatisfied with the 
Packings you are now using, write 
to the undermentioned address. for 
Samples and Quotations. 


‘LASCAR PACKING. 


SS SS. SS 


~MANUFACTURER OF 


ASBESTOS & RUBBER GOODS 


OF EVERY DESCRIPTION. 


CIRCULATING AND BALLAST PUMP VALVES 
A SPECIALITY. 


Contractors to the Admiralty, also the British, Colonial, and 
Foreign Governments. 


SS. SS SJ 


All Communications to 


ROBERT BELDAM, 79, MARK LANE, LONDON, E.C. 


~~ B 


Pi A WE. Guta. 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


maKeRS oF CARBONIC ANHYDRIDE (CO,) 


REFRIGERATING MACHINERY 


REPEAT INSTALLATIONS SUPPLIED TO 


UNION CASTLE MAIL S.S, Co. 53 P. & O. STEAM NAV. Co. 33 HOULDER LINE, Ltd. 13 
HAMBURG AMERICAN LINE 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Co. 46 CHARGEURS REUNIS 22 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 40 TYSER LINE ; 13 CANADIAN PACIFIC Ry. 12 
etc., etc. : ‘ Y 
12 


When writing to advertisers, please meniton INTERNATIONAL MARINE ENGINEERING. 


ApRIL, 1908. 


“| i ii. aa» 


THE PHOSPHOR — 
—BRONZE CO. LTD. 


Sole Makers of the following ALLOYS: 
PHOSPHOR BRONZE. 


‘“Cog Wheel Brand’? and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


“‘Cog Wheel Brand.’’ The best qualities made. 


WHITE ANTI-FRICTION METALS : 
PLASTIC WHITE METAL. 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


“Vulcan Brand.” Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Fully equal to Best White Brass No 2, for 
lining Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. 


Cheaper than any Babbitt’s, and equal to best 


a) Magnolia Metal. 
87, SUMNER STREET, SOUTHWARK, 
LONDON, S.E. 
Telegraphic Address: Telephone No.: 


**PHOSBRONZE, LONDON.” 557, Hop. 


Tue Eureka Fire Hos—E MANUFACTURING COMPANY, 13 
Barclay street, New York City, announces that Mr. Henry H. 
Cyphers has severed his connection with the company. 


STEEL Hawsers vs. ManitA Hawsers.— lhe American Ship 
Windlass Company, Providence, R. I., states that manila 
hawsers are expensive and are rapidly becoming more expen- 
sive, that they don’t last very long and that they often break. 
The American Ship Windlass Company's towing machine 
uses a steel hawser, which the company states costs about half 
as much as one made of manila, and that it will outwear from 
four to eight manila hawsers. By the use of these towing 
machines the company states that you save time on tows and 
wear and tear on vessels and crew, that you can take care of 
the line automatically and haul up or pay out as you please. 


To DEVELOP ITS EXPORT BUSINESS the B. F. Sturtevant Com- 
pany, Hyde Park, Mass., designers and builders of heating, 
ventilating, drying and mechanical draft apparatuses, fan 
blowers and exhausters, rotary blowers and exhausters, steam 
engines, electric motors and generating sets, pneumatic separa- 
tors, fuel economizers, forges, exhaust heads, steam traps, steam 
turbines, etc., has secured the assistance of an English engineer, 
Mr. R. Hancock, who has had extensive experience in handling 
similar products abroad, and whose knowledge extends over 
the trade situation as well as the industrial conditions through- 
out Europe. Just before associating himself with the Sturte- 
vant Company, Mr. Hancock traveled throughout all European 
countries, ascertaining the requirements of the trade and 
establishing further representatives on the Continent. This 
information, together with its splendid manufacturing facilities, 
enables the B. F. Sturtevant Company to send abroad stand- 
ard products that meet the special demands of the various 
European nations and successfully compete with apparatus 
manufactured abroad. At the present time the Sturtevant 
Company has direct representation in London, Glasgow, Paris, 
Berlin, Vienna, Brussells, Turin, Stockholm, St. Petersburg, 
Moscow, Odessa, Kief, Warso, Karkoff and Herodfordshire. 
Further arrangements are now being made for representation 
in Japan, China and many of the British Colonies. The devel- 
opment of an extensive export trade by the B. F. Sturtevant 
Company solves the problem of balancing manufacture to an 
extent that will make possible a steady, average output such 
as is necessary to an economical and satisfactory industry. 


International Marine 


13 


Engineering 


BUSINESS NOTES 
GREAT , BRITAIN 


Messrs. J. W. Brooke & Company, Lrp., Lowestoft, report 
that their business for the closing weeks of 1907 was most 
satisfactory, that during that period they received orders for 
Brooke marine motors from Osaka, Amsterdam, Christiania, 
Penang, Buenos Aires, Sydney and other foreign cities in 
addition to orders for the regular domestic trade. 


Messrs. Davin Joy & Cooper, Quay Side Works, Bittern 
Park, Southampton, announce that H. M. S. Lord Nelson has 
been fitted with the firm’s patent assistant cylinders, which are 
now fitted to more than 2,000,000 indicated horsepower, and 
are used by nearly all the navies of the world, while the num- 
ber floating in merchant vessels is even larger than in war- 
ships. 


Tue Treppincron Motor Car & LauncH Works, Tedding- 
ton, S. W., in its exhibits at the recent Olympia Show, at- 
tracted a good deal of attention, especially to the simple and 
handy reverse gear patented by Mr. Hesse, one of the partners. 
This ingenious reverse is operated by a single lever without 
effort, and is quite dead except when wanted, the drive being 
direct from the motor to the solid propeller. 


Tue PHospHorR BronzE Company, Lrp., 87 Sumner street, 
Southwark, London, S. E., states regarding its phosphor- 
bronze casting alloys that they are made sound and homo- 
geneous, and that wherever strength, toughness, resistance to 
corrosion and acids and greater durability are desired, this 
company’s product will be found far better than gunmetal, 
brass and ordinary bronzes, and, in many cases, iron and 
steel. 


“A NEW AND IDEAL PISTON RING, which differs in every re- 
spect from all others in principle, working and construction,” 
is placed on the market by Arnold Goodwin & Son, Ltd., 
Sumner street, Southwark, London, S. E. The manufac- 
turers state that these rings have been fitted to more than 
2,000 engines and cylinders of all types and kinds, working 
under every condition for every purpose, and that in all cases 
the results have been entirely satisfactory. 


A FREE SAMPLE OF GRE-SOLVENT, which is made especially 
for cleaning grease, paint, etc., from the hands, will be sent 
upon request to any of our readers mentioning this magazine 
by Beanland, Perkin & Company, School Close Works, Neville 
street, Leeds. This firm writes us as follows: “We notice 
that people are often asking for a good preparation for clean- 
ing from the hands machine grease, paint, ink, etc., and 
thought you would be interested in Gre-Solvent, which we are 
just putting on the market in new form and sizes at much 
reduced prices.” 


Messrs. Hartanp & Wotrr, Ltp., have let contracts for the 
fans to be installed upon the new Holland-America liner 
Rotterdam, which they are now completing. The contract calls 
for four 50-inch Sirocco fans and twenty-one other fans of 
the same make, 30 and 35 inches in diameter, all driven by 
direct-coupled motors. The Sirocco fans, although used upon 
many of the latest vessels of the United States, English, Ger- 
man, Japanese, Italian and Russian navies, the ships of the 
International Mercantile Marine and other lines, have been 
manufactured only in Belfast. They are now made in the 
United States by the Sirocco Engineering Company, 138 
Cedar street, New York, in the new plant just completed at 

roy. 


Tue British Bronze & “Strvo” Metrat Company, Lrp., 34 
Old Broad street, London, E. C., is the sole manufacturer of 
“Silvo” metal. “The special Silvo alloys made by this com- 
pany are Silvo white metal, for sheets, rods, wire, solid drawn 
or brazed tubes, boiler stay rods and castings of all kinds. The 
special qualities of this metal are its fine white color through- 
out; its non-rusting or non-corroding nature; its absolute 
immunity from the action of sea-water and many acids; its 
great ductility, whereby it can be rolled or drawn into the 
thinnest sheets or wire and stamped to any desired form for 
all sorts of hollow ware, for sanitary and water fittings, for 
ships’ cabins and railway carriage work, for cycle and auto- 
mobile makers, for tea sets, dish covers and all fancy articles 
such as are made of silver or electro-plate, and for many other 
uses. To prove its successful resistance to the action of sea- 
water, a length of Silvo tube was hung under the Brighton 
pier for over six months at a level midway between high and 
low water. It successfully withstood the alternate action of 
the air and sea-water with the rise and fall of the tide, and 
at the end of that time showed no sign of corrosion or of any 
other defect.” 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering Apriz, 1908. 


Herpert Morris & Bastert, Lrp., Empress Works, Lough- 
borough, Leicestershire, write us as follows: “You have been 
told by various makers that they can make just as good a 
pulley-blocks as H. M. & B. It is a great pity that they did not 
see the wisdom of making good pulley-blocks before H. M. & 
B. set the standard twenty years gone. We challenge the state- 
ment that there are any pulley-blocks as good as those of 
H: M. & B., and the user in each case shall be the judge. We 
will send a pulley-block of any size from 5 cwt. to 20 tons, 
with chains for any height, carriage paid, to any user, to be 
put into use and tried at his convenience. There are no 
conditions attaching this offer (use the post card). Let the 
folks who can make just as good pulley-blocks as H. M. & B. 
do the same, and let the user judge. We despatch any size 
from stock same day as instructions received.” 


LAUNCH FROM THE BELFAST SHIPYARD.—Messrs, Workman. 
Clark & Company, Ltd., Belfast, recently launched from their 
south yard a new steamer built by them for Messrs.. Lamport & 
Holt, of Liverpool. The new vessel is a valuable addition to 
their well-known “V” fleet, all the vessels of which fleet are 
fitted up as first-class passenger steamers. .A company of 
visitors, representing the owners and builders, witnessed the 
function, and included Mr. and Mrs. Heywood Melly, of 
Liverpool. Just as the vessel began to leave the building slip, 
the interesting ceremony of christening and naming her Verdi 
was gracefully performed by Mrs. Heywood Melly. After the 
launch the party visited the engine works and inspected the 
machinery and boilers for the vessel. The l’erdi is 445 feet 
long, with a gross tonnage of about 6,300, and has been spe- 
cially designed, built and equipped for the owners’ South 
American passenger and general cargo trade. Accommodation 
for over I50 first-class passengers is provided, and the state- 
rooms, which are large and airy, are arranged to give the 
maximum of comfort in a hot climate. Several pairs of these 
rooms have communicating doors, so that they can be occupied 
as family suites. The dining saloon, placed at the forward end 
of the bridge house and extending the full width of the vessel, 
is a handsomely appointed saloon, decorated and furnished in 
oak. Dining accommodation is provided for over 100 persons, 
the tables being arranged for four and five persons on the 
restaurant principle. Convenient to this saloon a large room 
has been set apart and suitably furnished and decorated as a 
nursery for the children. 


LauNncH oF S. S. FRANKENWALD.—Messrs. Furness, Withy 
& Company, Ltd., launched, on Jan. 20, from Middleton ship- 
yard, Hartlepool, the third of three. large passenger steamers 
for the Hamburg-American Line, the vessels being 366 feet in 
length, and built to Germanischer Lloyd and Seeberufs Genos- 
senschaft rules for ocean-going passenger steamers. The 
vessels are intended for the West Indian trade, and willbe 
rigged as two-masted fore and aft schooners, built on the 
deep frame principle, with two complete steel decks and long 
bridge, poop and forecastle, with long-boat deck amidships. 
All weather decks are sheathed with teak. The hull is divided 
into ten watertight compartments by means of nine watertight 
bulkheads fitted in accordance with German Board of Trade 
requirements for ocean passenger steamers. Cellular double 
bottom extends the full length of the holds and engine and 
boiler space for water ballast, the fore and after peaks being 
also available as trimming tanks. There are five large cargo 
hatches worked by eleven powerful steam winches, the latter 
supplied and fitted by the builders, and seventeen derricks; two 
of these are capable of lifting 15 tons each. These steamers 
will be lighted throughout by electricity, and the installations, 
consisting of two fine dynamos each, will be supplied and 
fitted by the builders. The ’tween decks are arranged to carry 
608 third-class passengers, and fitted with Hoskins’ patent 
Neptune berths, whilst thirty first-class passengers will be 
accommodated in the bridge. A fine dining saloon, smoking 
saloon and ladies’ room are arranged on the bridge deck. The 
poop is fitted up as a hospital. The crew are berthed in the 
forecastle, while the captain and officers are berthed in large 
deckhouse on the boat deck. Engineers’ berths, stewards’, 
stewardesses’, butchers’ shop, bakers’ shop, galley, etc. are 
arranged on the bridge deck. Insulated storerooms are fitted 
up in the after hold and ‘tween deck, and refrigerating plant 
will be supplied in each case by J. & E. Hall, Ltd. Triple- 
expansion engines are being supplied and fitted by Messrs. 
Richardsons, Westgarth & Company, Ltd., Hartlepool, with 
cylinders 25%4-inch, 43-inch, 72-inch by 48-inch stroke, steam 
being generated in three single-ended boilers 14 feet by 12 
inches long, working at a pressure of 200 pounds per square 
inch. Howden’s system of forced draft will be fitted in con- 
nection with the boilers. 


PRACTICAL 
MARINE | 
ENGINEERING 


FOR MARINE ENGINEERS 
AND STUDENTS 


WITH 
Aids for Applicants for Marine Engineers’ Licenses 


By PROF. W. F. DURAND 


Second Edition 


This book is devoted exclusively to the practical 
side of Marine Engineering and is especially intended 
for operative engineers and students of the subject 
generally, and particularly for those who are prepar- 
ing for the examinations for Marine Engineers’ 
licenses for any and all grades. 

The work is divided into two main parts, of which 
the first treats of the subject of marine engineering 
proper, while the second consists of aids to the mathe- 
matical calculations which the marine engineer is 
commonly called on to make. 

PART I.—Covers the practical side of the subject. 

PART II.—Covers the general subject of calcu- 
lations for marine engineers, and furnishes assistance 
in mathematics to those who may require such aid. 

The book is illustrated with nearly four 
hundred diagrams and cuts made especially for 
the purpose, and showing constructively the most 
approved practice in the different branches of the 
subject. The text is in such plain, simple English 
that any man with an ordinary education can easily 
understand it. 


PRICE, $5.00 - 20s. 
INTERNATIONAL MARINE ENGINEERING 


Whitehall Building, 17 Battery Place 
New York City 


Christopher Street, Finsbury Square 
London, E. C. 


14 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


ApriL, 1908. 


International Marine Engineering 


OUR 


MARINE GAS PRODUCERS 


Are successfully running Marine 
Engines from 25 to 100 H.P. 


They use anthracite pea coal as fuel. 

These PRODUCERS are light in weight, oc- 
cupy small space and head room, are reasonable 
in first cost, and show great economy in opera- 
tion over either steam or gasoline, 

They can be used with almost any make of four- 
cycle gasoline engine, by making some slight 
changes in the engine. 

They may be installed, in connection with 
engines already in use, at some sacrifice of 
capacity. 

We do not build gas engines, and are not inter- 
ested in any particular make. We will work 
with and assist any builder of MARINE GAS 
ENGINES to adapt his engine to PRO- 
DUCER GAS. 


PLANTS IN OPERATION can be seen 
at any time by parties interested 


THE MARINE GAS PRODUCER CO. 


941 Exchange Building, BOSTON, MASS. 


| Motor Boats 


By Dr. W. F. DURAND 


HIS is the only book which covers the subject of 
motor boats from a scientific and engineering point 
of view. It is written in such simple language 

that any man who knows anything about motor boats 

can understand every word of it. 
It deals with the following subjects: 


General Problem of the Motor Boat ~~ 

The Internal Combustion Engine—General Principles 
The Internal Combustion Engine—Application to Marine Service 
Carburetion and Ignition 

The Boat—Form Below Water and Above 

The Design of Form 

Practical Boat Construction 

Laying Down and Assembling 

Power and Speed 

Propeller Design 

Endurance and Radius of Action 

Troubles and How to Locate Them 

Racing Rules and Time Allowance 


APPENDIX 


Use of Alcohol as Fuel for Gas Engines 
Kerosene Engines as Developed Up to Date 


210 Pages, 6x8%Inches. Price, $1.50. 6/3 


International Marine Engineering 


Christopher St.,Finsbury Sq. Whitehall Bldg.,17 Battery PI. 
LONDON, E. C. NEW YORK CITY 


15 


MARINE SOCIETIES. 


AMERICA. 
AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 
SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New Y« 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


TK, 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
58 Romford Road, Stratford, London, E. 


, GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. 


NATIONAL OFFICERS. 
President—Wm. F. Yates, 21 State St., New York City. 
First mice gncidentchatles S. Follett, 477 Arcade Annex, 
ash. 
Second Vice-President—E. I. Jenkins, 3707 Clinton Ave‘, Cleveland, O. 
Third Vice-President—Charles N. Vosburgh, 6328 Patton St., New 


Orleans, La. 
Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 
Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wnm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


Seattle, 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (% penny) per word. 
But no advertisement will be inserted for less than 75 cents (3 shillings). 
Replies can be sent to our care if desired, and they will be forwarded 
without additional charge. 


Salesmen with an established trade with marine engineers 
and oil, grease, packing, etc., can learn of an exceptionally 
profitable side line by addressing X. Y. Z., care of INTERNA- 
TIONAL MARINE ENGINEERING. 


HaAstir’s STEERING GEARS.—Messrs. John Hastie & Co., Ltd., 
Kilblain Engine Works, Greenock, have been very fully em- 
ployed during 1907, and their recently extended workshops 
have been taxed to the utmost capacity. Amongst other im- 
portant contracts completed during the year, were the steam- 
steering gear for the new Royal yacht Alexandra, and for the 
Imperial Russian cruiser Ruritk. The steering gear of the 
Rurik possessed many noyel features, and in addition to steam 
and hand-steering gear a complete set of electrical steering 
gear was fitted. Steam-steering gear was also fitted during 
the year to new passenger steamers for most of the Glasgow 


owners, including the Anchor Line, Allan Line, City Line, P. 
Henderson & Company, Messrs. A. A. Laird & Company and 
others. In addition to the vessels for local owners steering 


steamers for many owners in 
England and on the Continent. These include vessels which . 
have been built for the Canadian Pacific Railway, Compagnie 
Générale Transatlantique, Hamburg-America Company, Bra- 
zilian Lloyds, Lloyd Sabaudo, Prince Line, Shaw Savil & 
Albion Company, Pacific Steam Navigation Company, Fratelli 
Cosulich, Trieste, Japanese Imperial State Railways and many 
others. 


gear has been fitted to new 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Eneine Fittings International Marine Engineering APRIL, 1908. 


CAN’T 
BLOW | | DURABLE 
RAINBOW : i EFFECTIVE 
OUT 


Will hold the 
highest pressure 


ECONOMICAL 
RELIABLE 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 


VALVE ROD PACKING| 


You can get from 12 to 18 months’ perfect service from Peerless 

PacHing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacHKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and 88 Chambers Street, New York 


Detroit, Mich.—16-24 Woodward Ave. Kansas City, Mo.—1221-1223 Union Ave. Vancouver, B. C.—Carral & Alexander Sts. 
Chicago, I1].—202-210 South Water St. Seattle, Wash.—Railroad Way & Occidental Richmond, Va.—Cor. Ninth and Cary Sts. 
Pittsburg, Pa.— 425-427 First Ave. Ave. : Waco, Texas—709-711 Austin Ave. — 
San Francisco, Cal.—131-153 Kansas St. Philadelphia, Pa.—220 South Fifth St. Syracuse, N. Y.—212-214 South Clinton St. 
New Orleans, La.—Cor. Common & Tchoup- Louisville, Ky.—111-121 West Main St. Boston, Mass.—110 Federal St. 
itoulas Sts. Indianapolis, Ind.—16-18 South Capitol Ave. Buffalo, N. Y.—379 Washington St. 

. Atlanta, Ga.,—7-9 South Broad St. Omaha, Neb.—1218 Farnam St. Rochester, N. Y.—55 Hast Main St. 
Houston, Tex,—118 Main St. Denver, Col.—1621-1639 17th St. Los Angeles, Cal.—115 South Los Angeles St. 
Sole European Depot—Anglo-American Rub- FOREIGN DEPOTS Baltimore, Md.—87 Hopkins Place. 


ber Co., Ltd., 58 Holborn Viaduct, 
London, EB. Johannesburg, South Africa—2427 Mercan- Copenhagen, Den.—Frederiksholms, Kanal 6. 


(Cr 
Paris, France—76 Ave. de la Republique. tile Building. Sydney, Australia—270 George St. 


16 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


May, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 


AMERICA 


The Koerting oil firing system for marine or stationary 
boilers and locomotives is described and illustrated in a cata- 
logue published by the Schutte & Koerting Company, Twelfth 
and Thompson streets, Philadelphia. “This system comprises 
the following: ‘The oil flows from the supply tank to a central 
pumping outfit, where it passes through a primary heater and 
flows through filters to a pressure pump. he pump passes it 
under pressure of 30 to 75 pounds (according to the evapora- 
tion required), and passes it through a second heater to the 
Koerting centrifugal spray nozzles directly in front of the 
boilers. In this second heater it is heated to 220 or 260 degrees 
F., which means the oil is heated above the boiling or flash 
point at atmospheric pressure. Evaporation of the oil is pre- 
vented by the pressure on the pumps being kept in accordance 
with the temperature. However, the moment the oil leaves 
the spray nozzles under the boiler, the pressure is removed 
from the oil, and the oil flashes into the finest atoms. ‘This 
physical action is assisted by the mechanical atomizing of the 
centrifugal spray nozzles, resulting in the perfect and intimate 
mixture with the air. This gives the desired result of a 
smokeless and perfect combustion. First, as regards to ma- 
terial: To figure this for the different sections of the country 
it may be stated that 1 pound of fuel oil does the same work, 
in evaporating the water in the boilers, as 1.4 pounds of coal, 
or 4.2 barrels of fuel oil are equal to 1 ton of coal. Second, 
the saving in labor: Such saving is obvious, as one man only 
is necessary in the boiler room. The conveying of fuel to the 
boiler is accomplished by the system. The larger the plant 
the greater the saving. Third, space: 1,600 pounds of fuel 
oil is equivalent in heating value to I ton, or 2,240 pounds, of 
coal. The application of the centrifugal sprayer obviates the 
defects of the steam-jet system, and secures several important 
advantages. In spraying petroleum, raw naphtha, mazut, 
astatki, etc., by means of steam jets, a certain portion of the 
heating value of the fuel is lost, as the steam has to be raised 
to the furnace temperature, and, being used for spraying, is lost 
to the boiler. In the case of marine boilers, this loss is espe- 
cially disadvantageous, as the steam used for spraying repte- 
sents a loss of water, which has to be replaced. Such loss is 
often 100 percent or even more than the weight of oil sprayed.” 


“Friction” is the title of a booklet published by the Key- 
stone Lubricating Company, Philadelphia, Pa. “In this book 
we have given our best thoughts towards giving a clear, ac- 
curate resumé of the subject of friction or lost work.” A 
free copy will be sent to any of our readers upon application. 


Steam specialties of many kinds are described in circulars 
issued by Crane Company, Chicago, Ill., any or all of which 
will be sent free to our readers upon application to Crane 
Company. Among the circulars published are those describing 
steam and oil separators; flanged pipe joints; Craneweld 
extra heavy flanged pipe joints; reversible stop and waste 
cocks; non-return and direct-return steam traps; expansion 
joints; sediment traps; pipe joints; renewable spring disc 
brass valves; combination back pressure and exhaust relief 
valves; Klingerit packings for use as gaskets, especially when 
superheated steam is used; pipe dies; automatic and emergency 
valves; globe and angle valves; muffler attachments for pop 
safety valves; steam traps; pipe machines, etc. 


“Old Reliable Marine Composition for Steel and Iron 
Ship Bottoms” is the title of a pamphlet issued by the 
Griscom-Spencer Company, 90 West stre2t, New York City. 
“These compositions are an improvement upon those formerly 
manufactured by Samuel Williams, now deceased, who made 
highly reputable compounds, which in his day were well liked, 
and met with unqualified and universal indorsement for their 
virtue and reliability. Mr. Joseph A. Williams, the only sur- 
viving son of Samuel Williams, continued the manufacture of 
these compounds until his decease. Old Reliable compositions 
have always given satisfaction and find continued favor with 
shipowners and shipmasters, as numerous certificates of ap- 
proval in our possession will testify. We will fully warrant 
these compositions to be as represented and to fulfill all claims 
made for them for virtue and efficiency. No. 1, intended for 
the first application, will preserve the plates from corrosion 
and pitting; will adhere tenaciously and form a coating ample 
and durable, which will not crack, flake or peel off. No. 2, 
intended for the finishing coat, will prevent fouling by barna- 
cles, grass and other submarine growths. In these composi- 
tions nothing but the highest grade of chemically pure ma- 
terials is used.” 


C. E. HEINKE & CO. | 


ESTABLISHED 1828. 


87, 88 & 89, Grange Road, 
Bermondsey, London, S.E. 


Manufacturers 
of Every 
Description of 


DIVING APPARATUS 


For Naval, Harbour, Dock, 


Salvage Works, Pearl and 
Sponge Fisheries. - - - 


PATENT SUBMARINE TELEPHONES, 
ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.”’ “Seq: er ee ea 
Godes.—A.B.C. 4th & 5th Editions. 
Telephone—1998 HOP. 

Re 


Photo by D. W. Noakes, Esq., Engineer, Greenwich, 


DIVER STEPPING ON LADDER TO DESCEND. 


7 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


May, 1908. 


Lunkenheimer steam specialties are the subject of a great 
number of catalogues and booklets issued by the Lunken- 
heimer Company, Cincinnati, Ohio, any one of which will be 
sent free upon application to readers mentioning this maga- 


zine. Among the catalogues this company issues are those 
with the following titles: “Generator Valves,’ “Safety 


Valves,” “Oil Cups,” “Exhaust Pressure Regulators,” “Safety 
Water Columns,’ “Automatic Injectors,” “Automatic Cylin- 
der Cocks,’ “Mechanical Oil Pumps,’ “Blow-Off Valves,” 
“Specialties for Traction or Portable Engines and Boilers,” 
“Regrinding Valves,” “Sand Blast and Air Nozzles,” “Grease 
Cups for Cylinder Lubricators,” “Oiling Devices,” “Whistles,” 
“Ground Key Work with Special Keys,” “H-W Cross-Head 
Pin Oiler,” “Specialties for Automobiles and Motor Boats.” 


Portable electric drills and grinders for direct and alter- 
nating currents are described in illustrated catalogue No. 6 
issued by the Hisey-Wolf Machine Company, Cincinnati, 
Ohio. “Portable electric drills are now the order of the day 
and are pre-eminent in all classes of manufacturing where 
modern methods are employed. ‘We devote our entire time, 
attention and ideas to the building and perfecting of them. 
These tools are all self-contained, and being light in weight 
can be carried to the work anywhere. The driving power is 
obtained by connecting the plug with any incandescent lamp 
socket. The cost of operation is slight, and they will be found 
economical and efficient in every way. We build our own 
motors and make all parts pertaining to our machines. Every 
detail in material and workmanship is carefully considered, 
and each tool is especially designed for the work it is to do. 
Our motors are simple in construction, with no complicated 
parts to get out of order. Durability, over-load capacity 
and freedom from sparking are our essential points. Each tool 
is thoroughly tested by actual use before leaving our shops, 
therefore we can guarantee them in every way. We are the 
originators and largest builders of portable electric tools in 
the world. Our patented features prohibit others copying the 
exclusive and essential parts. Our machines are adopted as 
standard by the largest plants everywhere. Duplicate orders 
from well-pleased customers are our best recommendations. 
Some of these concerns have as many as fifty of our tools in 
use and duplicate constantly.” 


AUXILIARY 
OFF-SHORE 
CRUISER 


AND INSTRUMENTS OF PRECISION 


are described in our 2382-page catalogue, No. 18-L. 
This is a very complete and fully illustrated book, and a 
copy should be in the hands of every user of such in- 
struments. Many new tools are shown by the more than 


300 illustrations, and some additicns to sizes of former 


tools have been made. A number of improvements in 
design will be noticed, and several more pages of useful 
tables are given than in earlier editions of the catalogue. 
There are a few changes in prices. The arrangement has 
been carefully revised, every tool indexed both by name 
and number, and no pains have been spared to make this 
the most complete, handiest, and most attractive tool 
catalogue ever issued. A glance at the table of contents 
will indicate its wide scope. Among the many instru- 
ments of which this company makes a specialty are cali- 
pers and dividers of all sorts, center punches, gages of 
every description, micrometers, rules and squares of all 
kinds, steel tapes, and, in fact, almost every kind of in- 
strument of precision. Every tool sent out by us is war- 
ranted to be accurate. Ii, by chance, any tool should 
prove to be defective in material or workmanship, it will 
be immediately replaced. : 


FREE UPON REQUEST 
THE L. S. STARRETT CO. 
ATHOL, MASS., U.S. A. 


STEPHEN P. M. TASKER 


Naval Architect 


and Marine Engineer 


PENNSYLVANIA BUILDING 
PHILADELPHIA, PA. 


Drawings Prepared and 
On Hand for 


Sail, Motor Boats 


Cruisers, Etc. 


SPEED, POWER AND DELIVERY GUARANTEED 
SUPPLY PLANS, MACHINERY OR COMPLETED BOAT 


MARINE ROLLER BEARINGS 


8 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


May, 1908. 


International Marine Engineering 


Tenth and 
Latest Edition 


Copy 75-C FREE 


GRATHITEe 


4 © 
SUCRICANy J 


This booklet is brimful of just such in- 
formation as you can use in your daily 
work. Modern methods of lubricating various kinds 
of machinery, little engine room “kinks,” discovered 
by resourceful engineers—over 80 pages in all, {2 pages 


on marine lubrication. 


Write for FREE copy No. 75-C 


Joseph Dixon Crucible Co. 
Jersey City, N. J. 


We Sell all Books on Marine Engineering 


Not Out of Print 


INTERNATIONAL MARINE ENGINEERING 


NEW YORK 
Whitehall Building 
17 Battery Place 


LONDON 
Christopher Street 
Finsbury Square, E. C. 


' ‘iz i 
a & eo 
HE Nicholson Ship Log and Speed Indicator wate cope es nt 
p g p all other types of Logs. It 
has no trailing line outside, and is not connected with the Engine, but is 
built in, and becomes a part of the Ship. 

It performs four separate and distinct operations, viz,: Keeps the time, shows 
at all times the speed in knots or miles per hour, counts the distance traveled, 
and records the same on a paper chart showing every variation in speed during 
the trip. The Log can be placed in the chart room, pilot house, or on the 
bridge, or where most convenient. Send for catalogue. 


NICHOLSON SHIP LOG CO. 
CLEVELAND, OHIO, U.S. A. 
Eastern Agents: BARRETT & LAWRENCE, 662 Bullitt Building, Philadelphia, Pa. 


9 


Flexible steel armored hose for steam or compressed air 
is the subject of Bulletin No. 507, published by the Sprague 
Electric Company, 527 West Thirty-Fourth street, New York 
City. This catalogue states that users of hose have been con- 
fronted by the inability to secure a hose which will meet the 
exacting requirements of steam service, and that flexible steel 
armored hose approaches the solution of this problem more 
nearly than any form of protected or unprotected hose on the 
market. The armor fits the hose so closely as to absolutely 
preclude expansion, and with this possibility eliminated the 
hose gains in strength and durability in proportion to the re- 
taining strength of the armor. The manufacturer states that 
a I-inch three-ply rubber hose equipped with this armor will 
withstand a hydraulic pressure of 2,000 pounds. 


A practical demonstration of the virtues of Albany 
Grease is furnished in a mailing card received from Messrs. 
Adam Cook’s Sons, 313 West street, New York City, the 
makers. The trouble and uncleanliness resulting from the 
use of some greases is shown in a sketch on the reverse side 
of the card, of an engineer wrestling with the problem of the 
burning out of a bearing and drippings from hangers with the 
comment, “Nothing worse I can imagine.” This is in marked 
contrast to the pictured contentment of the smiling engineer, 
seen when the card is unfolded; who, supplied with Albany 
Grease, points to the smooth running shaft above him and 
exclaims, “Nothing easier I see!” thus voicing the mystic 
letters, “OEZRIC,” which appear on the trademark of Adam 
Cook’s Sons. There are also some interesting half-tone 
engravings showing how Albany Grease has_ successfully 
replaced other lubricants that could not keep bearings cool 
even with the addition of ice and water in the plant of the 
Equitable Life Assurance Society, 120 Broadway, together 
with a letter from George Gordon, chief engineer, testifying to 
the good results which have followed. There are also views 
of an ingenious hand-made spindle Albany Grease cup, as 
used on the 500-horsepower Corliss engine in the same plant. 


Pop safety valves for all kinds of steam boilers are de- 
scribed and illustrated in circular No. 30 published by Crane 
Company, Chicago, Ill. These valves are suitable for any 
pressure up to 250 pounds. They are approved by the United 
States Board of Supervising Inspectors of steam vessels and 
passed by all local inspectors. “The construction of these 
valves embodies a self-adjusting feature automatically regulat- 
ing the ‘pop’ of valve, thereby permitting moderate changes 
in the setting pressures and maintaining the least waste of 
steam between the opening and closing points. In all ‘pop’ 
safety valves it is necessary to have a ‘pop’ or holding cham- 
ber into which the steam expands when main_ valve opens, 
thereby creating an additional lifting force proportionate to 
this increased area and sufficient to compensate for the in- 
creased tension or force exerted by the main spring, due to 
its further compression caused by the opening of the main 
valve; operating on this principle the main valve is held open 
until the boiler pressure is relieved. Means must now be pro- 
vided to relieve the pop chamber of pressure in order to 
allow the main valve to close promptly and easily. This is 
accomplished by our self-adjusting auxiliary valve and spring, 
which operate entirely independent of the main valve and main 
spring. The steam in pop chamber finds a passage through 
holes or ports into an annular space provided in the auxiliary 
valve or disc, and by reason of the light auxiliary spring this 
pressure lifts the auxiliary valve, allowing the steam in pop 
chamber to gradually escape, thus supplying a cushion or 
balancing medium and affording the easiest possible action in 
the closing of main valve without chattering or hammering. 
This feature is embodied in no other make of valve, and unlike 
other pop valves, in changing set pressures within reasonable 
"mits, nothing further is to be done but simply turn down or 
out (for a higher or lower pressure) on the screw-pressure 
plug at top of valve. Our encased spring valves are con- 
structed with a casing or chamber enclosing both springs, pro- 
tecting them against the action of the steam, particularly high 
pressure, which, blowing with great force and velocity through- 
out all parts of the valve before reaching the atmosphere, 
would otherwise have a tendency to disarrange the springs 
and other parts operating in conjunction therewith. Encased 
spring valves are especially useful on water-tube and marine 
boilers. They are, in fact, necessary where a number of valves 
are connected to one main exhaust or discharge pipe, as the 
encased spring chamber extending over a greater portion of 
the top surface of the valve prevents any retarding action of 
the steam, due to back pressure, which might be caused by one 
or more valves opening slightly in advance of another, in hav- 
ing any material effect on the free opening of the other valves.” 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING, 


International Marine Engineering 


May, 1908. 


Marine packings are described and illustrated in a hand- 
some catalogue of 80 pages published by the Crandall Packing 
Company, Palmyra, N. Y. This company makes packings of 
all kinds for steam, ammonia and hydraulic purposes. For 
special work and requirements, and when in doubt as to what 
style or grade will give the best results, the company solicits 
correspondence from engineers, and after receiving full par- 
ticulars with the exact measurements, it will make up the 
packing and ship subject to approval. 

Stowe reverse gears are described in a catalogue just 
issued by the Stowe Manufacturing Company, Wilmington, 
Del. “Here are some of the good points of the Stowe gear: 
They are compact and connect close to engine bed, thus saving 
the space occupied by couplings and stub shaft in other gears. 
They are self-contained and require but a few minutes’ work 
to attach to any engine, it being unnecessary to dismantle them 
in order to make the connections. They are equipped with 
forward and reverse thrust bearing, which is in such a position 
that it removes all thrust and friction from both clutch and 
engine on forward and reverse movements. It is cylindrical in 
form, turned and polished, and has no unsightly projections or 
operating mechanism above body of drum.” 


Influence of Ash and Sulphur Upon Boiler Efficiency.— 
In a recent paper, Mr. G. Bailey, chief of the coal department 
of Arthur D. Little’s laboratory, Boston, points out the in- 
fluence of ash in coal upon boiler efficiency, and shows that 
it depends not altogether upon the amount of ash but also upon 
the nature of it. “Ash from certain coals,” he says, “has a 
very high fusing temperature. 
any large clinker from it; no matter how much fire you have, 
while other coals at a comparatively low temperature (the fire 
not being forced) will give a very bad clinker. This has fre- 
quently been blamed on the sulphur. The sulphur itself should 
not take the blame, because it is a question of the fusibility of 
the ash. Tar will melt at.one temperature, pitch at another, 
lead at another, and iron at another, depending upon the 
fusing points of those different compounds or elements. Ash 
in coal is a good deal the same. It is composed of practically 
the same things as clay. You take an ordinary paving brick 
and line your furnace with it, and it doesn’t last very long, 
but the best of fire-clay will withstand a very intense heat. 
The ash in coal can be compared almost directly to the clay 
of which brick is made. Some of it contains considerable iron 
and other fluxes, which causes it to melt at a very low tem- 
perature, and gives a great deal of trouble in burning grates, 
stopping the air supply, necessitating frequent cleaning of the 
fire, which condition cannot help but result in a lower boiler 
efficiency. Every time you clean the fire you lose several 
percent. Your boiler is cooled, and in order to obtain the pre- 
vious furnace conditions, several hundred pounds of coal are 
required. Also, with a higher ash, whether clinking or not, 
the fire must be cleaned more frequently, and the percentage of 
loss in the coke that drops through your grate is larger in 
proportion to the working of the fire and the number of times 
that it is cleaned. Mr. Abbott made some tests not long ago 
in which he showed with the same coal that as the ash was 
increased to 40 percent the boiler efficiency was reduced to 
zero. The United States Geological Survey made some tests 
at St. Louis, in which they burned some of the refuse re- 
sulting from the washing of coal. I do not have the exact 
figures at hand, but the ash in that refuse ran 50 odd percent, 
and the boiler efficiency obtained was above 40 percent. Sul- 
phur in coal is detrimental for two reasons. It is generally 
combined with iron, and the iron causes the clinker. The 
sulphur also, being liberated as the coal is burned, undoubtedly 
has some effect on the boiler tubes, the stack (if an iron stack 
is used) and the other iron work, but just to what extent this 
occurs I have no specific data. In a case to my knowledge, 
where horizontal return tubular boilers are used at mines 
which produce coal varying from 0.9 to 4.00 sulphur, there 
was no practical difference noted in the condition of the 
boilers. In another case, where low-sulphur coal was burned, 
an analysis of soot and other accumulation on the outside of 
the tubes of a B. & W. boiler showed nearly 25 percent of free 
sulphuric acid and sulphates of iron, showing that the tubes 
had been attacked more or less by the sulphur.” 


MACHINISTS, TAKE NOTICE. 


F. P. CONRAD, 


It is almost impossible to make | 


242 Freeport Street, 


You Can’t Blow Off the 
Bonnet Rigging of the 


Powell Union Composite Disc Valve 


The patent ground joint 
connection between “A” 
and “N” and hexagon 
swivel nut ‘a’ prevents 
that. The higher the 
pressure the tighter the 
grip—plenty of strength 
and metal where the body 
might be weak. You 
don’t need red leadj to 
make it steam|tight'after 
you have taken it apart 
for inspection or repairs, 
the steam doesn’t: reach 
the threads. 


These are only a couple 
of the good points|in the 
Powell Union Disc 
Valve, our booklet tells 
them all—want it ? 


Specify Powell to 
your jobber, and insist 
on getting what you 
specify. 


Look for the 
Name— 


THE WM. POWELL CO. 


Cincinnati, Ohio 


Philadelphia—518 Arch Street 


Nowy Weal; Bek Camel SREst Boston—239-245 Causeway Street 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (44 penny) per word. 
But no advertisement will be inserted for less than 75 cents (8 shillings). 
Replies can be sent to our care if desired, and they will be forwarded 
without additional charge. 


For Sale.—London Engineering for 1907, bound, and 1905 
and 1906 unbound. W. T. Dimm, 2904 West avenue, New- 
port News, Va. 


The “S-C” Regulator Company, Fostoria, Ohio, is dis- 
tributing a folder which states that the “S-C”’ regulator pro- 
tects boilers; “keeps the water always at the same level; 
creates a larger steam reservoir, thus furnishing dry steam, 
which gives steady power; doing more and better work, while 
it saves fuel; no floats; no needle valves; no small openings ; 
no exhaust, no scale, no corrosion, only open the steam line to 
pump, and the regulator will do all the rest. in operation there is 
absolutely no loss by either condensation or discharge. Works 
on a pressure of 10 pounds, and it is tested to 150 pounds pres- 
sure, giving a safety margin of 1,500 percent. There is a great 
need for a reliable, accurate regulator for boilers. . That need 
has been fully met.” 


Purchase Castings and Blue Prints of High Grade Gasolene Motor of 
World Wide Reputation, and start a profitable business. 


Write to-day. 


Harrison Square, BOSTON, MASS. 


IF YOU USE THE KING 
OF METAL POLISHES 


BRILLIAN 


It is a great MARINE FAVORITE 
Manufactured by F. M. TRAFTON CO., 176 Federal Street, Boston, 


10 


YOU HAVE THE BEST 
IN THE WORLD 


Mass., U. S. A. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. ; 


May, 1908. 


International Marine Engineering 


The “New Yankee” drill grinders and other tools are de- 
scribed and illustrated in catalogue No. 93 published by Wil- 
marth & Morman Company, Grand Rapids, Mich. In this 
catalogue the manufacturer states; “As evidence of the ac- 
knowledged superiority of the New Yankee drill grinder we 
submit the fact that we are the largest makers of drill grinders 
in the world. Their popularity is due to their simplicity, 
accuracy and efficiency ; and also to the fact that they are built 
in a variety of styles, sizes and combinations which will pro- 
vide a machine adapted to the most peculiar shop conditions. 
One of the principal points in favor of the New Yankee drill 
grinder is found in its simplicity of construction and ease of 
operation. In this machine the grinding of a drill has been 
practically reduced to lay it in the holder and grind it, there 
peing an entire absence of time-consuming gage jaw adjust- 
ments, The holder is never adjusted except to follow the 
wear of the wheel. This feature alone is sufficient to make 
the New Yankee the most popular drill grinder, if it had no 
other points in its favor. A machine that does not save both 
in time and trouble will not be used. Rather than make a 
number of adjustments the workmen will throw the holder 
aside and grind by hand, regardless of all the inaccuracies of 
this method. This is especially true of the gage-jaw type of 
machine. Because of the simplicity of the New Yankee drill 
grinder there is no excuse for grinding by hand. Drills ground 
on it have that gradual increase in clearance from periphery 
to center that is so essential. In use, drills ground on our 
machines stand a high rate of speed, require a light feed pres- 
sure, produce clean-cut chips, make true, straight holes and 
run a long time between grindings, and breakage is reduced to 
the minimum. The adjustment for clearance, which is quickly 
made, makes it possible for drills to be ground to suit the work 
in hand, and at any setting the same clearance is ground on all 
sizes of drills. In buying a drill grinder the error most com- 
monly made is the purchase of a large machine without giving 
the matter of convenient handling of small drills due con- 
-sideration. In this connection it is well to remember that our 
style A will grind a %-inch drill (and is tested on a smaller 
size), just as a 36-inch lathe may be used to turn a I-inch 
shaft; but, in neither case can the work be so conveniently 
done as with a smaller machine. While the small machine is 
needed for the convenient handling of the small drills which 


are most frequently ground, it is imperative that a large 
capacity shall be available for the large drills. In the New 
Yankee drill grinder provision is made for supplying both 
needs in One machine by furnishing, when desired, an extra 
drill holder interchangeable with the regular one. It is wise 
to have a large machine, but for maximum efficiency it should 
be equipped with an extra drill holder of smaller size. As a 
matter of fact, the smaller one will doubtless be used the most. 
The extra cost is a mere trifle. As to the choice between a 
dry and wet grinder, the latter is growing in favor. Such a 
machine can be used dry as well as wet, and, while requiring 
some care to prevent rusting, this is in nearly all cases more 
than repaid by the increase in the work gotten out of the 
drills.” 


Shaking and dumping grates are illustrated in a booklet 
published by the Cyclone Grate Bar Company, White building, 
Buffalo, N. Y. 

Safety watertube boilers are described and illustrated in 
catalogue No. 60 published by the Murray Iron Works, Bur- 
lington, Ia. 

“Reactions” is the title of a quarterly publication issued by 
the Goldschmidt Thermit Company, 90 West street, New York, 
“devoted to the science of aluminothermics.” 

High-grade marine engines for cruising, work and speed 
boats are described in an illustrated catalogue mailed by 
Sterling Engine Company, 1250 Niagara street, Buffalo, N. Y. 

Marine engines, reverse gears and reversible propellers are 
described and illustrated in a booklet published by the Ander- 
son Engine Company, Shelbyville, III. 

Graphite cup greases, a description of their character, uses 
and special advantages is published in pamphlet form by the 
Joseph Dixon Crucible Company, Jersey City, N. J. 

Instruction book No. 226 regarding round type motors and 

generators has been issued by the Sprague Electric Company, 
527 West Thirty-fourth street, New York. 
_ Bulletin No. 153 of the engineering series issued by the 
B. F. Sturtevant Company, Hyde Park, Mass., is devoted 
to the history of ventilating and blowing fans. This or any of 
the other bulletins issued by the Sturtevant Company will be 
sent free to any of our readers upon application. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 
TEST OF YEARS 
AND NOT FOUND 
WANTING 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


Because it is the only one constructed on correct principles. The rubber 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 
or blow out under the highest pressure. 


WHY? 


It will not score the rod 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICACO, ILL., 150 Lake Street 
ST. LOUIS, MO., 218-220 CHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


/ 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


BALTIMORE, MD., 114 W. Battimore STREET 
BUFFALO, N. Y., GOO PrupvenTiaL BuiLDING 
-PITTSBURGH, PA,., 913-915 Liserty Avenue 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Ho tsorn - Viapuct 


International Marine Engineering 


May, 1908. 


The 1908 catalogue of standard gears has just been issued 
by the Boston Gear Works, Norfolk Downs, Mass. 


The annual report of the Chicago Pneumatic Tool Com- 
pany, made Dec. 31, 1907; showed a profit for the year of 
$848,007.23, dividends amounting to $190,063.49 were paid, and 
a balance credited to surplus account of $314,219.86. 


“The only plug with two distinct, positive and simultaneous 
sparks inside the cylinders, insuring an intensified spark, quick 
and positive ignition,” is the claim made for the plug made 
by the Two Spot Manufacturing Company, Canastota, N. Y. 


Attention is called to “Profit and Pleasure from Good 
Packings,” in a circular issued by Randolph Brandt, 38 Cort- 
landt street, New York City, manufacturer of Zena and Selden 

packings. 


“Just a Few of the Many Good Things Said About 
Lackawanna Valveless Motors by People who Use Them” 
is the title of a pamphlet published by the Lackawanna Manu- 
facturing Company, Newburgh, N. Y. 


“A few good tools attractively priced” by Montgomery & 
Company, 105 Fulton street, New York, are described in stock 
list form by the above company. Among the tools, etc., men- 
tioned are Scotch gage glasses, pressure and vacuum gages, 
oil filters, punches, bevels, squares, protractors, blowers etc. 


“Summer Days” is the title of an attractive booklet pub- 
lished by the Truscott Boat Manufacturing Company, St. 
Joseph, Mich. This booklet is devoted to telling in story 
form the advantages of Truscott launches and attachments. 


The Racine Boat Manufacturing Company, Muskegon, 
Mich., is distributing folders illustrating a large number of 
this company’s s boats and launches of all kinds, such as family 
launches, motor boats, cabin boats, rowboats, canoes, ocean- 
going cruisers, power tugs, etc. 


“Elco” motor boats are illustrated and described by the 
Electric Launch Company, Bayonne, N. J., in one of the hand- 
somest catalogues we have~-recently seen. “The electric 
launch, an ideal pleasure boat,’ is the special subject of this 
catalogue, and any of our readers interested in this type of 
boat should not fail to send for a free copy. 


ROBERT BELDAM’S AI. 


PATENT METALLIC 


A.1. ““ LASCAR” Packings for H.P., |.P., 
and Low Pressures are an absolute 
Preventative of ‘‘Scored Rods.” 


ECONOMICAL AND 
EFFICIENT. 


Estimates given for every 
description of Boiler Coverings. 


If you are dissatisfied with the 
Packings you are now using, write 
to the undermentioned address for 
Samples and Quotations. 


TRADE PUBLICATIONS 


GREAT BRITAIN 


“Effective Lubrication Means Speed” is the title of a 
booklet just issued by Richard Klinger & Company, 66 Fen- 
church street, London, E. C. 


A patent steam pump without rods, pistons, glands, leathers 
or levers is illustrated in circulars published by Pulsometer 


Engineering Company, Ltd., 61 Queen Victoria street, London, 
12, (C; 


Arnold Goodwin & Son, Ltd., Sumner street, Southwark 
Bridge, London, S. E., are issuing circulars announcing that 
they undertake all kinds of machinery repairs and make a 
specialty of large steam engine and condenser repairs. 


A. B. Collis, Ltd., Bitterne Park, Southampton, has recently 
acquired the business of the Liquid Fuel Engineering Com- 
pany, of Poole, which it is running in conjunction with the 
old business of steam and motor launch building. 


Two-cycle gas engines, blast furnace cleaning plants, 
Koerting gas engines, Koerting gas-blowing engines, a floating 
dock and an 80-ton floating shear legs are a few of the engines 
and machinery illustrated and described in many circulars pub- 
lished by Willock, Reid & Company, Ltd., 109 Hope street, 
Glasgow. 


“Some Useful Notes on the Installation and Running of 
Marine Motors,” by Ellis A. D. Kish, is a booklet somewhat 
different from ordinary trade literature, published by the 
Ailsa Craig Motor Company, Strand-on-the-Green, Chiswick, 
London, W., a free copy of which will be sent to any of our 
readers upon application. 


“Electric Light and Power Installations” is the title of a 
Hee illustrated book of 92 pages published by J. H. 
Holmes & Company, Newcastle-on- ai je This firm has fur+ 
nished the electric light for many well-known steamships and 
yachts during the past twenty-two years. Among them are the 
royal yachts of Spain, Portugal and Siam, the Russian steam- 
ship Smolensk, the steamship Kent, and many others. 


‘LASCAR’ PACKING. 


SS SSS aS 


MANUFACTURER OF 


ASBESTOS & RUBBER GOODS 


OF EVERY DESCRIPTION. 


CIRCULATING AND BALLAST PUMP VALVES 
A SPECIALITY. 


Contractors to the Admiralty, also the British, Colonial, and 
Foreign Governments. 


(a SS 


All Communications to 


ROBERT BELDAM, 79, MARK LANE, LONDON, E.C. 


J.@& EH. HALL Ltd. 


(ESTABLISHED 1785) 


23, St. S 


Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


maAKERS or CARBONIC ANHYDRIDE (CO.,) 


REFRIGERATING MACHINERY 


REPEAT 


INSTALLATIONS SUPPLIED TO 


UNION CASTLE MAIL S.S. Co. 53 P. & O. STEAM NAV. Co. 33 HOULDER LINE, Ltd. 13 
HAMBURG AMERICAN LINE 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Co. 46 CHARGEURS REUNIS 22 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 40 TYSER LINE 13 CANADIAN PACIFIC Ry. 12 
etc, etc. Y 
12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


May, 1908. 


Collin Regulating Valve 


FOR STEAM 


Reduces and maintains 
any ‘desired service 
pressure regardless of 
the variation of initial 
pressure, and differs 
from all other valbes 
in the following points: 


The Main Piston Valve 
will not become cut. In 
operation, it floats, balanced 
by pressure; its action is 
not restricted by a spring. 


The Auxiliary Valve, 
which controls the Main 
Valve, is out of the path 
of initial steam, and never 
catches scale or chips. 


The Valves can be re- 
moved without disturbing 
the Diaphragm. The Dia- 
phragm can be remoyed 
while the Valve is under 
pressure. 


OUTLET 


White for Descriptive Booklet “* M-B” 


THE OHIO BRASS COMPANY 
MANSFIELD, OHIO, U. S. A. 


A a a aa >" 


THE PHOSPHOR— 
—BRONZE CO. LID. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 
“Cog Wheel Brand’? and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


‘‘Cog Wheel Brand.’ The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL. 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


“Vulcan Brand.’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Fully equal to Best White Brass No. 2, for 
lining Marine Engine Bearings, &c. 


‘WHITE ANT”? METAL, No. 1. : 


Cheaper than any Babbitt’s, and equal to best 
Magnolia Metal. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 


Telephone No.: 
557, Hop. 


Telegraphic Address: 
** PHOSBRONZE, LONDON.” 


International Marine Engineering 


Cera lamps and stoves for yachts are described in a price 
list issued by Cera Light Company, Ltd., 56 Oswald street, 
Glasgow. 

Worm gear pulley blocks are described in illustrated 
catalogue issued by Herbert, Morris & Bastert, Ltd., Lough- 
brough, Leicester. 

Motors and dynamos are illustrated and described in a 
catalogue just published by J. H. Holmes & Company, New- 
castle-on-Tyne. 

Corrugated and ringed filters for marine and land boilers 
are described in illustrated circulars issued by Willock, Reid & 
Company, Ltd., 109 Hope street, Glasgow. 


BUSINESS NOTES 
AMERICA 


THE ANDERSON ENGINE CoMPANY has aranged with the 
New York Motor Boat Company, City Island, N. Y., for the 
sale of its marine engines in New York and vicinity. 

Tue Fartrts Hottow Stray Botr Company, Cuyahoga Falls, 
Ohio, writes us that this company’s hollow iron will be used 
in thirty locomotives for the Paris & Orleans Railroad of 
France. These engines are now being built by the American 
Locomotive Company. 

Tue Unirep Gas MACHINERY CoMpANy has been incor- 
porated in New York and has taken offices at 114 Liberty 
street, New York City. This concern has taken over the 
business formerly conducted by T. F. Fitzsimmons, at 100 
Broadway, and will manufacture a complete line of gas gen- 
erators for making producer gas for gas engines. 

THE CONTRACT FOR THE ELECTRIC TURRET-TURNING GEAR of the 
United States ship Delaware, now under construction at 
Newport News, has been awarded to the Cutler-Hammer 
Manufacturing Company, Milwaukee, Wis. This company 
designed and built the electric turret-turning gear installed in 
the port after turret of the Indiana, the crew of which holds 
the world’s record for markmanship—ten shots in 2% minutes, 
all hits. Every modern war vessel is equipped with a complete 
electrical plant, the specifications of some of the newer battle- 
ships calling for generators having a combined output of 800 
kilowatts. In addition to illurhination, wireless telegraphy and 
interior signal systems, electricity is used on shipboard in con- 
nection with the refrigerating plant, ventilating fans, forced 
draft blowers, and for operating ammunition hoists, boat 
cranes, deck winches, etc. 


A VALUABLE MARINE GLUE.—Jeffery’s patent marine glue, 
for which L. W. Ferdinand & Company, 201 South street, 
Boston, Mass., are importers and sole agents for the United 
States and Canada, is guaranteed to be waterproof. It is said 
that its peculiar properties are those of flexibility and dura- 
bility, and that although it becomes soft and pliant under 
heat, yet it still retains its adhesion to timber, fiber, etc., and 
is clean and insoluble in water. It is largely used by manu- 
facturers of knock-down boats, and also used in combination 
with canvas for decks and canvas boats and canoes, and in 
combination with calico for sponsors. For application to air- 
tight compartments of lifeboats, etc., the glue is made of a 
softer quality than that used by batteries and yacht decks. 
For application to planking of boats the glue is made ex- 
pressly for use in combination with calico, between the double 
planking of diagonally built rowboats and motor boats. 


“BUREAU VERITAS” 


International Register for the Building and Classifl- 
cation of Steel, Iron, Wood and Composite Vessels. 


Applications are invited for the position of Resident 
Surveyor to the above named Society for the Port and 
District of Philadelphia, Pa. 


Candidates must possess practical experience as Ship- 
builders and Marine Engineers, and should not be less than 
28 nor more than 45 years of age. 

For particulars, apply in writing, including copies of 
references for the Committee’s consideration, to: 


H. WILKINSON 


CHIEF SURVEYOR, BUREAU VERITAS (U.S. A.) 
du Suits Sulastsu NEW YORK CITY 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


“THE ART OF NAVAL ARCHITECTURE as applied to the design 
of large freighters, such as are now used in the lake trade, has 
reached a very high degree of efficiency in most details, and 
the design of both hull and machinery has been practically 
standardized, so that the purchaser has merely to say to the 
shipbuilder: build a 9,000-ton boat, and he will get a first-class 
carrier built on the same lines as all the rest of the boats, and 
he feels that since they have given satisfactory service he may 
be satisfied with the same character of boat. There is, how- 
ever, one unit of the steam and boiler plant that has been very 
much neglected, and that is the feed-water heater. The present 
type of heater used, which is a straight tube heater with 
steam within the coils and water surrounding them, is one of 
the oldest types and is not an efficient heater. The only pos- 
sible reason why it should have survived so long is the fact 
that the general efficiency of the lake boats is so very high that 
this one point has been allowed to slip by unnoticed. How- 
ever, it is surprising when it is realized that the feed-water 
heater is per se a fuel economizer, being at the same time one 
of the deposit plant units of machinery in principle and the 
most effective in economy. It is, of course, a well-known 
fact that for every 10 degrees that the feed water is heated 
before it enters the boiler there is a saving in the amount of 
fuel required to be burned under the boiler of about 1 per cent. 
In ocean practice it is customary to use the waste heat of the 
exhaust from the auxiliaries under a small back pressure to 
raise the temperature of the boiler feed to sometimes as high 
as 230 degrees when the Reilly multicoil feed-water heater is 
used. The effect of this high temperature is not only to save 
fuel but also to save the wear and tear on the boiler, due to 
the decreased temperature strains upon the shell resulting from 
a jet of cold water striking it. In the lake trade the amount 
of exhaust steam furnished by the auxiliary units is not suf- 
ficient of itself to raise the temperature of the feed as high as 
is obtained in ocean practice, but with an efficient feed-water 
heater, such as the Reilly multicoil heater, all of the auxiliary 
exhaust steam may be condensed, and consequently utilized. 
The lake type of straight tube heater is inefficient for the 
following reasons: In the first place, after a few years’ ser- 
vice it generally scales up very badly, the result of which is to 
cut down useful tube surface available for heating the water. 
In the second place the circulation of the water through the 


ALWAYS IN 


Simplicity, Strength 
Durability, No Chains 
No Couplings 

No Projections 

Easy to Install 

Fits in Close Places 


* 


THE BALL ks 


THE TRIUMPH 


THE GIES 


heater is at all times very ineffective, for the reason that there 
is and can be no additional way of baffling the water in its 
course through the heater so as to keep it thoroughly agitated. 
The result of careful experiments made by the Griscom- 
Spencer Company, 90 West street, New York, has proved the 
benefit of proper agitation of the water in its course through 
the heater, and this company has utilized this principle of in- 
creasing the efficiency of heating surface by vigorously agitat- 
ing the water in the design of the heater in which the water 
is fed through the small coils at a high velocity, with the 
result that the efficiency of heating surface in the Reilly heater 
is from two to three or four times that of the lake type straight 
tube, and this efficiency is maintained after long service, be- 
cause the adherence of scale to the coils is impossible; not so 
with the straight tube heater, however, because, in the first 
place, assuming that the velocity of flow through the feed pipe 
is about 150 feet per minute, the instant that this water enters 
the heater the cross-section of the area of flow is immediately 
increased from 30 to 100 tons, so that the velocity is decreased 
to five or less feet per minute. The effect is, of course, to 
prevent any effective baffling, no matter what kind of baffle 
plates might be inserted between the tubes. The result is that 
in all probability a very small part of the tube-heating surface 
is actually effective, and that the water surrounding the rest 
of the surface merely rests stagnant and is heated to the tem- 
perature of the steam, but since water itself is a very bad 
conductor of heat it merely acts as a blanket over that part of 
the heating surface. In addition, the very slow progress of 
water through the heater facilitates the deposit of scale, since 
the carbonates precipitated from solution start to precipitate 
at a temperature of about 180 degrees; and if there is no cur- 
rent of water to carry this scale through to a suitable depositing 
chamber it merely settles entirely on the tubes and solidifies. 
This subject has been studied with considerable care by the 
Griscom-Spencer Company, and it is preparing to push the 
use of the Reilly heaters in the lake trade where they are so 
much needed, and it is to be hoped and expected that their 
success in that field will be just as marked as it has been in the 
ocean trade, where Reilly heaters are used not only in com- 
mercial practice but in ships of the United States Revenue 
Cutter Service, United States Lighthouse Board and by the 
Department of Commerce and Labor.” 


PERFECT BALANCE 


Drum Oil Tight, Turned and Polished 
Gears of Steel, Bronzed, Bushed and Hardened 
Adjustments Easy of Access 


STOWE MANUFACTURING CO., 
WILMINGTON, DELAWARE. 


THE JOE THE MICHIGAN THE PARAGON. 


SOME OF OUR COMPETITORS 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


May, 1908. 


May, 1908. 


International Marine Engineering 


We Build 
MARINE 
GAS PRODUCERS 
17 to 100 H. P. 


They use anthracite pea coal as fuel. 

These PRODUCERS are light in weight, oc- 
cupy small space and head room, are reasonable 
in first cost, and show great economy in opera- 
tion over either steam or gasoline, 

They can be used with almost any make of four- 
cycle gasoline engine, by making some slight 
changes in the engine. 


They may be installed, in connection with 
engines already in use, at some sacrifice of 
capacity. 

We do not build gas engines, and are not inter- 


ested in any particular make. We will work 


with and assist any builder of MARINE GAS 
ENGINES to adapt his engine to PRO- 
DUCER GAS. 


PLANTS IN OPERATION can be seen 
at any time by parties interested 


THE MARINE GAS PRODUCER CO. 


941 Exchange Building, BOSTON, MASS. 


Tue SmoorH-ON MANUFACTURING ComMPAMNY, 572 Com- 
munipaw avenue, Jersey City, N. J., has opened offices at 61 
North Jefferson street, Chicago, Ill., 20 Sacramento street, San 
Francisco, Cal., and 8 White street, Moorfields, London, E. C. 


FREE—A LARGE CAN OF GREASE, AN ENGINEER'S CAP and a fine 
brass grease cup. These articles will be sent absolutely with- 
out charge to any engineer who will fill out and mail to the 
Keystone Lubricating Company, Philadelphia, Pa., the coupon 
appearing in the company’s advertisement in this issue of 
INTERNATIONAL MARINE ENGINEERING on the front cover. 


Tue MerrRILL-STEVENS ENGINEERING COMPANY, Jackson- 
ville, Fla., has changed its name to Merrill-Stevens Company. 
The company calls attention to its new floating dry dock, the 
only one on the Atlantic coast south of Newport News. This 
dock has a lifting capacity of 4,500 tons. The Merrill-Stevens 
Company also has two marine railways of 1,200 and 500 tons 
capacity, respectively, and does all kinds of repair jobs. A 
force of 300 men is kept constantly at work. 


Two Sarisractrory Bomrers.—The two boilers made by the 
Almy Water Tube Boiler Company, Providence, R. I., that 
were installed in the steam yacht Oneida in 1895, were taken 
out in 1905, and have since been used to run the electric light 
and heating plant of the Lackawanna Railroad at its Chris- 
topher street ferry station, New York. We are told that these 
boilers are in perfect condition and satisfactory in every 
respect. 


VESSELS CLASSED AND RATED by the American Bureau of 
Shipping, 66 Beaver Street, New York, in the Record of 
American and Foreign Shipping: British screw Amherst, 
American screw Alliance, American screw Walhelmina, 
American screw Harry Luckenbach, American screw Rose 
City, American schooner James W. Elwell, American schooner 
Bertha L. Downs, American schooner George P. Hudson, 
American schooner William R. Wilson, British schooner Blen- 
heim, American tern Hugh Kelly, American tern Alice 
Murphy, American tern H. E. Thompson, American tern 
Ralph M. Haywood, American tern Benjamin C. Frith, 
American tern /Voodward Abrahams, British tern Rossignol, 
American tern Jolin Rose, British barkentine St. Paul, and 
American brig Severn. 


15 


MARINE SOCIETIES. 


AMERICA. 
AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
314 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 
INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
58 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. 


NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 
First Vice-President—Charles S. Follett, 477 Arcade Annex, 


ash. 
Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 
Third Vice-President—Charles N. Vosburgh, 6323 Patton St., New 
Orleans, La. 
Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 
Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


Seattle, 


BUSINESS NOTES 
GREAT BRITAIN 


Messrs. J. Hopkinson & Company, Ltp., of Huddersfield, 
makers of boiler mountings and valves, have opened a show- 
room and depot at 14 Rue Faidherdge, Lille, which is in 
charge of Mr. Maurice Goubet. 


Sure Borers.—Directions have been given that in ships 
fitted with Babcock & Wilcox boilers, and also in ships having 
combined installations of water-tube and cylindrical boilers, 
experiments are to be made with a view to determining the 
least amount of lime required to maintain the water in the 
boilers slightly alkaline. Reports on this point are to be for- 
warded to the Admiralty from all ships so fitted in three 
months’ time. 


Tue Sturrock Patent Bripce & ENGINEERING COMPANY, 
41 Reform Street, Dundee, in their annual report, state that 
they have during the year 1907 fitted their patent bridge to 140 
steamers, including a considerable number abroad. They have 
already booked a large number of orders for early delivery 
this year, and their agents in America and in the Continent 
are still further booked ahead. The reports from vessels 
already fitted show uniformly satisfactory results both as to 
economy and durability. 


THE NEW 36-KNOT TORPEDO BOAT DESTROYER, H. M. S. Swift, 
recently launched by Messrs. Cammell, Laird & Company, at 
Birkenhead, was coated with Holzapfel’s anti-corrosive and 
anti-fouling compositions. Messrs. Holzapfel, besides the 
Mauretania, the fastest merchant vessel, and the Tartar, the 
fastest war vessel so far tried, will also have the Swift, which 
probably will prove faster than the Tartar. Considering that 
the Tartar was one of a number of similar vessels, her re- 
markable speed record reflects the greatest credit on all con- 
cerned. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Pee eamietinee International Marine Engineering May, 1908. 


RAINBOW PACKING 


CAN'T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 


ECONOMICAL 
RELIABLE 


Will hold the 
highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 
PacKing. For high or low pressure steam the Peerless is head 
and shoulders above all other packings. The celebrated Peerless 
Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Streetzand 88 Chambers Street, New York 


Detroit, Mich.—16-24 Woodward Ave. Kansas City, Mo.—1221-1223 Union Ave. Vancouver, B. C.—Carral & Alexander Sts. 


Chicago, I11.—202-210 South Water St. Seattle, Wash.—Railroad Way & Occidental Richmond, Va.—Cor. Ninth and cay, Sts. 
Pittsburg, Pa.— 425-427 First Ave. Ave. Waco, Texas—709- 711 Austin Av 
San Francisco, Cal.—131-153 Kansas St. Philadelphia, Pa.—220 South Fifth St. Syracuse, N. Y.—212-214 South Clinton St. 
New Orleans, La.—Cor. Common & Tchoup- Louisville, Ky.—111-121 West Main St. Boston, Mase —110 Federal St. 

itoulas Sts. Indianapolis, Ind.—16-18 South Capitol Ave. Buffalo, N. Y.—379 Washington St. 
Atlanta, Ga.,—7-9 South Broad St. Omaha, Neb.—1218 Farnam St. Rochester, N. Y.—55 East Main St. 
Ou eon Tex, ae ree ae yen saith Denver, Col.—1621- 1639 17th St. Los Angeles, Cal.—115 South Los Angeles St. 

ole European Depot—Anglo-American Rub- B = ins Pl 
ber Co., Ltd., 58 Holborn Viaduct, FOREIGN DEPOTS DUNO, MSY BION SIS Leo, 


London, BH. C. Johannesburg, South Africa—2427 Mercan- Copenhagen, Den.—Frederiksholms, Kanal 6. 
Paris, France—76 Ave. de la Republique. tile Building. Sydney, Australia—270 George St 


16 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JUNE, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 

“Brownhoist” locomotive grab-bucket cranes are described 
in a pamphlet published by the Brown Hoisting Machinery 
Company, Cleveland, Ohio. In this pamphlet the company 
calls attention to its “Brownhoist” locomotive cranes with 
grab-bucket equipment, as applied to the handling of coal, 
sand, ore, etc. The illustrations show the cranes handling coal, 
etc., from stock piles, gondola cars, barges, etc., and the pos- 
sibilities attending the use of the equipment will be at once 
apparent. As an inexpensive yet extremely efficient method 
of coaling locomotives, the “Brownhoist” locomotive crane 
with “Brownhoist” grab bucket will commend itself to rail- 
road men. “There is nothing experimental about the equip- 
ment, as there are hundreds of the machines in successful 
operation.” 

Schutte balanced valves, stop and throttle, are described 
in illustrated catalogue 8, section C, issued by Schutte & 
Koerting Company, Twelfth and Thompson Streets, Philadel- 
phia, Pa. “The object of balancing the valve is to remove the 
strain from the spindle, so that its operation can be effected 
quickly and with least effort. The construction of our bal- 
anced valves is based upon the principle of a loose-fitting 
piston, connected directly with the valve disc, whereby the 
valve is balanced perfectly. This avoids the usual construc- 
tion of two parallel seats, which never keep tight. It is prac- 
tically impossible to keep the distance between the two parallel 
seats and that of the discs the same; hence they cannot be 
made tight. The construction of our valve is one seat. The 
piston above the valve is not tight fitting, and contains a small 
auxiliary or pilot valve attached to spindle, which opens in 
advance of the main valve. Thus the pressure above piston 
and below valve is equalized, and no effort is required to open 
main valve; at the same time the pilot valve answers the pur- 
pose of a by-pass. The several proportions are such that a 
light over-pressure is maintained above the piston to give the 
valve, at all times, a closing tendency. This over-pressure 
should be but slight, and to regulate it at will there is (besides 
the leak around the piston) a separate steam admission above 
the piston, regulated by plugs. Depending on the fit of the 
piston, this plug is opened more or less, or entirely closed 
when valve is first put in operation, and then locked in that 
position.” 


Manufacturers 
of Every 
Description of 


DIVING APPARATUS 


For Naval, Harbour, Dock, 
Salvage Works, Pearl and 
Sponge Fisheries. - - - 


PATENT SUBMARINE TELEPHONES, 
ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ 
Codes.—A.B.C. 4th & 5th Editions. 
Telephone—1998 HOP. 


Users of machine tools of any description should write the 
Niles-Bement-Pond Company, 111 Broadway, New York, men- 
tioning this magazine, and ask to be put on the free mailing 
list of The Progress Reporter, which is issued every few weeks 
with the object of keeping the public informed as to the new 
machines and devices constantly being placed on the market by 
the Niles-Bement-Pond Company and the Pratt & Whitney 
Company. 


The Collin pressure regulating valve, type A, for locomo- 
tive service, is described and illustrated in a 12-page cata- 
logue issued by the Ohio Brass Company, Mansfield, Ohio. 
“The Collin pressure regulator is a distinct advance in the 
art of pressure regulation and embodies to a greater extent 
than any other valve the desired qualities of simplicity, ac- 
cessibility, reliability and uniform regulation. It is correct in 
theory and works perfectly in practice. It operates upon a 
principle so simple and yet so complete that many parts 
essential to other valves are found to be unnecessary in the 
Collin, giving more perfect operation with fewer organs or 
parts. No dash pots are necessary, because the principle is 
such that the valve cushions on closing and is balanced when 
open. No springs are required to open or close the main valve. 
because this operation is performed positively by the pressure 
of the fluid passing through the valve. The simplicity of the 
valve is very striking, and the accessibility of all the parts 
even more so. The three elements of the valve are all ex- 
tremely simple and rugged in their construction, and each 
readily accessible without disturbing either of the other two. 
The design is such as to produce great length of life and con- 
tinuity of service. The body and main and controlling valves 
are made of government standard composition, as used by the 
U. S. Navy. The other cast parts are made of heavy steam 
bronze. The adjusting screw is made of tobin bronze rod and 
the diaphragm of rolled phosphor bronze. The springs are a 
high grade of steel heavily nickel plated. We have one of the 
best equipped valve shops in this country, and have manufac- 
tured high-grade reducing valves for years. Our inspection 
system is very complete, and only perfect parts are assembled 
in the valve. All the valves are tested under hydrostatic 
pressure and then delivered to the steam-testing plant, where 
they are again under service conditions. Any pressure up to 
350 pounds per square inch and the capacity of a 120-H. P. 
water-tube hoiler is available for the service test.” 


SSS SSS SSS SSS SSS SSS SSS z 


C. E. HEINKE & GO. 


ESTABLISHED 1828. 


87, 88 & 89, Grange Road, 
Bermondsey, London, S.E. 


DIVER STEPPING ON LADDER TO DESCEND. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering : June, 1908. 


Double cylinder reversing engines, steam towing ma- 
chines, hoisting, docking, winding and hauling engines, steam 
capstans, dredge winches and other auxiliary ships’ machinery 
are described in an illustrated 44-page catalogue published by 
the Chase Machine Company, Cleveland, Ohio. 


“Grease vs. Oil (Scientifically Compared).’—This is the 
title of a booklet that every engineer should possess. It con- 
tains in a practical and readable form the complete record of 
a series of lubricant tests conducted recently by the William 
Cramp & Sons Ship & Engine Building Company. 
The lubricants tested included three well-known lubricating 
oils and two prominent greases, one an animal and the other 
a mineral grease. The relative abilities of each lubricant to 
reduce friction, the amounts of each consumed and their 
respective behavior under heavy pressures are all brought 
out in a plain, common-sense manner that will be thoroughly 
appreciated by readers who have struggled through pages of 
ultra-technical stuff on this subject in a vain effort to get at its 
meaning. This booklet may be obtained free of cost by ad- And instruments of Precision 
dressing the Keystone Lubricating Company, Department V., 


Philadelphia, Pa. STAN DARD THE WORLD OVER 


“The Hydraulic Jack” is the title of an illustrated 30-page CATALOGUE 18-L FREE 
catalogue issued by Richard Dudgeon, Broome and Columbia 
Streets, New York City. “The original hydraulic jack was, THE L. S. STARRETT CO. 
invented by Richard Dudgeon in 1849, and patented by him in 
1851, and since that time the modifications and improvements ATHOL, MASS. 
which have been made are mainly in the method of lowering 
the jack or adapting it to meet special conditions. The 
hydraulic jack in its usual form is self-contained, and in ad- 
dition to the force pump and lifting ram is provided with a 
liquid reservoir and means to control and to return the liquid 
from the ram chamber to the reservoir in lowering. The 
lowering of a load sustained by a jack is probably a hydraulic 
jack’s most important advantage, as it is effected at the will 
of the operator and with no labor on his part save the opening 
of a valve; whereas in all forms of the ordinary power jack 
the lowering of the load is scarcely less laborious than raising 
it. It is, therefore, essential that the lowering mechanism of 
a hydraulic jack should be simple and effective and under 
absolute control of the operator,: for the losing control of the 
load may result in an accident or injury to the jack.” 


No. 30 
‘STARRETT CO. 


THE L.s 
ATWOL, MASS. U.S.Ae 


/ 


57' Freight Boat with 36 H.P. Slow Speed Gasoline Motor 


TASKER & STRAWBRIDGE 


NAVAL ARCHITECTS AND MARINE ENGINEERS 
Pennsylvania Building, Philadelphia, Pa. 


GASOLINE MOTORS AND BOATS OF EVERY DESCRIPTION AND FOR ANY PURPOSE 


Will contract for Plans, Machinery, Hull, or Completed Boats 
Speed, Power and Delivery Guaranteed 


MARINE ROLLER BEARINGS 


8 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


June, 1908. 


Tenth and 
Latest Edition 


Copy 75-C FREE 


1 
CRAPHiTE 
Asa 
LUBRICANY 


TENTH EDITION 


This booklet is brimful of just such in- 
formation as you can use in’ your daily 
work. Modern methods of lubricating various kinds 
of machinery, little engine room “kinks,” discovered 
by resourceful engineers—over 80 pages in all, 12 pages 
on marine lubrication. 


Write for FREE copy No. 75-C 


Joseph Dixon Crucible Co. 
Jersey City, N. J. | 


Brass and bronze portlights, marine hardware and ship 
fittings are described in illustrated catalogue No. 2 published 
by the Delaware Marine Supply Manufacturing Company, 
Wilmington, Del. This is a very complete booklet of 108 
pages, which should be in the hands of every ship and yacht 
owner and builder. Among the articles of marine hardware 
described and illustrated in this catalogue are deck sash hinges, 
navy standard berth hinges, head rest fixtures, loose pin butts 
of many kinds, loose joint butts, skylight hinges, ships’ scroll 
hinges, navy hasps, condenser tube ferrules, brass nuts, hooks 
of all kinds, including sail hooks, door holders, etc. 


THE NICHOLSON RECORDING SHIP LOG No. 2 


“ig 


Cacvegeag, Oma. 
ISA 


v 8 
Knots Pon Houn 
ys . 


FOR MOTOR BOATS, YACHTS, STEAM AND SAILING VESSELS 


HIS LOG is entirely automatic and requires very little attention. It has no counter, 
but the distance sailed can be computed very closely by adding the average speed 
each hour shown on the record in milesor knots. Being able to know at all times 

the exact speed of the vessel by simply glancing at the speed dial and having the speed 
with time and date on a record chart, is of the utmost value to the navigating of a vessel. 

IN SAILING VESSELS, the speed indicator will show how to trim the sails to the 
best advantage to insure the greatest speed. The log, when adjusted to the ship’s speed, 
will run the distance correctly and remain in adjustment indefinitely. 


NICHOLSON SHIP LOG COMPANY, CLEVELAND, OHIO, U. S. A. 


EASTERN AGENTS, BARRETT & LAWRENCE, 662 Bullitt Bldg., Philadelphia, Pa. 
PACIFIC COAST AGENT, C. P. NICHOLSON, 82 Market St., San Francisco, Cal. 


International Marine Engineering 


Gasket Sample Sent Free.—The Smooth-On Manufactur- 
ing Company, Jersey City, N. J., has issued an illustrated 
circular describing this gasket. The statement is made that 
“the Smooth-On gasket is superior to all others—not because 
it is corrugated—but because it is coated with Smooth-On 
elastic iron cement—made by us alone. This cement expands 
and contracts the same as iron. The gasket being of steel, 
expands and contracts with the piping. It is not simply tight 
while hot, and then loose when cold—it is always tight, and 
can be used for steam, air, water, oil, etc., with absolute 
security. Unlike some gaskets, the Smooth-On does not disin- 
tegrate, but remains intact indefinitely, and can be removed, 
recoated and repeatedly used. The joints can be easily taken 
apart.” A free sample of this gasket will be sent to any 
engineer mentioning this magazine and sending his name and 
business address. 


An improved hydraulic punch is described in illustrated 
circulars published by Watson-Stillman Company, 50 Church 
street, New York. “This tool has been improved very much 
over the original design. A much improved pump and lower- 
ing device has been introduced, the punch made very much 
lighter, and a new raising device has been put in, by which 
the punch can be pushed down to the work without the labor 
of pumping, and at the same time made much more durable. 
The punch is driven down by operating the pump inside the 
head or reservoir, the piston of which is connected to the 
socket in which the upper lever is shown. It is raised by 
bringing the socket down against the lug on head and pushing 
down the lower socket by a second lever, which does not inter- 
fere with that of the pump. All parts are readily accessible 
and very carefully designed, to avoid the tricky working ana 
short-wearing quality of previous designs of this class of tools. 
The head may be turned to bring the lever to any desired posi- 
tion, and irregular dies may be used without danger. Body and 
working parts are steel.” 


The Collin pressure regulating valve for steam is the sub- 
ject of an illustrated catalogue published by the Ohio Brass 
Company, Mansfield, Ohio. “The Collin pressure regulating 
valve for steam reduces the boiler pressure to any pressure 
requited for heating, drying or other service. It maintains a 
uniform service pressure regardless of variation in the initial 
pressure. It operates low-pressure pumps and engines from 
high-pressure mains. It surpasses all other regulating valves 
in simplicity of design, accessibility of parts, reliability of 
operation. Continuous perfect regulation insured, as main 
valve cannot cut, foreign matter cannot reach controlling 
valve. The description and lists on the following pages are 
limited to our standard line of all-bronze valves, which in- 
cludes sizes up to and including 2 inches. We are in a position 
to furnish valves for special service, and will give recom- 
mendations on receipt of full data as to the requirements and 
conditions of service. We have one of the best equipped 
valve shops in this country, and have manufactured high- 
grade reducing valves for years. Our inspection system is 
very complete, and only perfect parts are assembled in the 
valves. We guarantee this valve to maintain a uniform steam 
pressure when properly installed and kept free from dirt or 
scale and operated within the limits of pressure stamped upon 
the tag attached to the valve.” 


Rubber packing for all purposes is described and illus- 
trated in a “Mechanical Rubber Goods” catalogue published by 
the New York Belting & Packing Company, Ltd., 9t Chambers 
street, New York City. In this catalogue is described and 
illustrated sheet packing of various kinds, red, black and 
white, high-pressure spiral piston and yalve rod packing, 
rubber-cushioned diagonal expansion spiral packing, hydraulic 
packing and packing for expansion rings, plungers, pistons 
and many other purposes. Regarding Cobb’s high-pressure 
spiral piston and valve rod packing, the statement is made that 
“Cobb’s piston and valve rod packing is the outcome of years 
of experiments by its inventor, Mr. J. H. Cobb, who has been 
associated with the New York Belting & Packing Company, 
Ltd., for the past twenty-seven years. Cobb’s packing is espe- 
cially adapted to withstand heat and highest pressure. The 
rubber core of the packing is oil and heat-proof, acting as a 
spring or cushion in holding the packing up to the rod. The 
outer covering is made of a material that is not affected by 
heat; the lubricants employed are the result of much scientific 
research and are absolutely free from grits or acids. We 
guarantee Cobb’s packing will pack any rod perfectly tight 
as it will not get hard under any degree of heat. This packing 
can be ordered in long, straight lengths if desired, either 
round or square. We recommend the round spiral as the most 
convenient and desirable, owing to its construction.” 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


June, 1908. 


Directions concerning the care of fire hose are published 
on a handsome wall card printed in several colors by the 
Eureka Fire Hose Manufacturing Company, 13 Barclay street, 
New York City. These directions should prove useful to all 
users of hose of any kind. 

“Thor, the Motorcycle of Quality,” is the subject of a 
folder published by the Aurora Automatic Machinery Com- 
pany, Aurora, Ill., a subsidiary company of the Independent 
Pneumatic Tool Company, First National Bank building, 
Chicago, Ill. Anyone interested in motorcycling should write 
for a copy of this circular. 

Metallic lifeboats and rafts, wooden boats of every de- 
scription, steam and power launches and Englehardt col- 
lapsible lifeboats are described in an illustrated pamphlet pub- 
lished by the Lane & DeGroot Company, 17 Battery Place, 
New York City. This company has recently installed an 
up-to-date plant of pneumatic machinery, increasing its capac- 
ity to three boats and six rafts a day, and is able to promptly 
fill any emergency order. It always carries in stock a few 
boats and rafts of different sizes for immediate shipment. 

“Leaving the Harbor” is the title of a marine scene, 15 by 
10 inches, embossed and lithographed in several colors, which 
is part of a calendar published by the Baldt Anchor Company, 
Chester, Pa. We hesitate to tell our readers that a free copy 
will be sent to anyone writing to the Baldt Anchor Company 
and mentioning INTERNATIONAL MARINE ENGINERRING, because 
in ae eral previous cases when we have done this the entire 
supply of calandars, watch charms, or whatever it might be, 
has been immediately applied for several times over, and has 
thus caused the Baldt Anchor Company much trouble. 

“Steering Gears” is the title of Bulletin No. 5 published 
by W. D. Forbes Company, engineers, Hoboken, N. J. The 
gears made by this company have been fitted to many of the 
battleships of the United States navy and to many large 
merchant ships of various nationalities. A free copy of this 
catalogue will be forwarded to any reader mentioning INTER- 
NATIONAL MARINE ENGINEERING. W. D. Forbes Company also 
makes propelling engines, blowers, centrifugal pumps and 
engines for marine electric light plants. 

A free copy of the booklet “From Water to Steam,” 
which is published by the William B. Pierce Company, 322 
Washington street, Buffalo, N. Y., will be sent to any engineer 
mentioning this magazine. This book explains in detail the 
Dean tube cleaner, for both water-tube and return tubular 
boilers. Moreover, any engineer mentioning this magazine 
may obtain one of these tube cleaners on trial without charge. 
The company says, “Make the trial if you like after the 
boilers have been put into the best possible condition with 
whatever process or compound you regularly use. Make the 
test as difficult as you like. We have taken many a ton of 
scale from boilers reported to be absolutely clean.” 

Balanced trip and trip throttle valves are the subject of 
illustrated catalogue 8, section D, published by Schutte & 
Koerting, Twelfth and Thompson streets, Philadelphia, Pa. 
Regarding Schutte engine stops, the catalogue states that the 
necessity of an automatic trip or reliable engine stop on high- 
speed engines of all types is now universally conceded “by 
engineers as the frequent result of fly-wheel explosions has 
taken precedent to boiler explosions. The construction of the 
company’s balanced valves and their adaptability to quick and 
positive action makes them superior, so the manufacturer 
claims, as an engine stop. 

“Magic Methods” is the title of a booklet published by the 
H. W. Johns-Manville Company, 100 William street, New 
York City. This booklet describes the “Magic” boiler com- 
pound, which is stated to be a radical departure from all other 
boiler-cleaning compounds and devices. “Although a liquid 
compound, its action is not chemical but purely “mechanical 
and natural. Iron, under heat, attracts magic compound as a 
magnet does steel; the compound flows over the surface of the 
iron, coating it in much the same manner as cylinder oil coats 
the sides of a cylinder. The compound ts drawn through the 
cracks in the scale and the iron. This action loosens the scale 


and it drops off. The scale sediment can then be readily 
blown off or washed out.’ 


MACHINISTS, TAKE NOTICE. 


F. P. 


CONRAD, 


IF YOU USE THE KING 
OF METAL POLISHES 


BRILLIANT 


It is a great MARINE FAVORITE 
Manufactured by F. M. TRAFTON CO., 176 Federal Street, Boston, Mass., U. S. A. 


THE POWELL “TITAN” 
LEVER THROTTLE VALVE 


FOR LAUNCHES, STEAM CARRIAGES, 
AUTOS, ROAD ENGINES, Etc. 


No Friction. Is just 

what you require for a 

throttling and controlling 

Valve—it controls steam 

and other fluids most sat- 

isfactorily. The Valve has 

a full open way through 

‘the body. To open or 

close. the Valve simply 

move the lever back or forth, and when closed the 

Valve is good and tight. It doesn’t leak. The action 

on disk or seat being almost frictionless, the Valve 

wears and lasts a long time,and is therefore economi- 

cal. Strong and compact, all parts made to a gauge, 

and interchangeable. Warranted for w orking pres- 
sures up to 175 lbs. 

Send for catalogue illustrating our ‘steam specialties. 


THE WM. POWELL CO. 


CINCINNATI, OHIO 


NEW YORK, 254 Canal Street PHILADELPHIA, 518 Arch Street 
BOSTON, 239-245 Causeway Street 


REMOVAL NOTICES. 


William T. Donnelly, consulting engineer, from 132 Nassau 
street to 135 Broadway, New York. The Chicago office of the 
Ohio Brass Company, Mansfield, Ohio, from 328 Dearborn 
street to suite 508 Fisher building, Dearborn and Van Buren 
streets. D’Olier Engineering Company, from 74 Cortlandt 
street to 114 Liberty street, New York City. W. Carlile Wal- 
lace, American representative of John Brown & Company, 
Ltd., from 15 Whitehall street to 203 Greenwich street, New 
York City. The general offices of the Wheeler Condenser & 
Engineering Company have been removed to their factory at 
Carteret, N. J. A New York City office will be maintained at 
90 West street. 

To the Hudson Terminal buildings, 30 to 50 Church street, 
New York City—The Composite Board Company, from 26 
Cortlandt street; the Ohio Brass Company, from 43 Exchange 
Place; the Watson-Stillman Company, from 26 Cortlandt 
street; James Beggs & Company, from 111 Liberty street; the 
New York office of the Chicago Pneumatic Tool Company, 
from 95 Liberty street; the New York office of the Wellman- 
Seaver-Morgan Company, from 42 Broadway; the New York: 
office of the General Electric Company, from 44 Broad street 
(this company will occupy the entire seventeenth floor of the 


Cortlandt building, the southerly of the Hudson Terminal 
buildings, or about 31,000 square feet of space); the New 


York office of the National Tube Company, from the Battery 
Park building; the Newport News Shipbuilding & Dry Dock 
Company, from No. t Broadway; the Coatesville Rolling Mill 
Company, from 111 Broadway; J. J. McCabe, from 14 Dey 
street; Mosher Water Tube Boiler Company, from 1 Broad-_ 
way. 


Purchase Castings and Blue Prints of High Grade Gasolene Motor of 
World Wide Reputation, and start a profitable business. 


242 Freeport Street, 


Write to-day. 


Harrison Square, MASS. 


BOSTON, 


YOU HAVE THE BEST 
IN THE WORLD 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


June, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS 


GREAT BRITAIN 


The Parsons Motor Company, Ltd., Town Quay, South- 
ampton, is distributing its marine motor list for 1908. Two 
new sizes of engines have been added since last year, namely, 
75-horsepower three-cylinder and 100-horsepower four- 
cylinder, both at about 450 revolutions per minute for heavy 
jobs. The catalogue also illustrates and describes the com- 
pany’s new reverse gear, which is said to be one of the 
simplest on the market. Parsons universal joints, water- 
cooled silencers, etc., are also included, and a new circular 
pump with several refinement sand all made of gunmetal. The 
boat-side fittings for the use of marine motor fitters will be 
found very useful articles. At the end of the list is a com- 
plete schedule of prices for general requirements, as well as 
for parts and spares of the Parsons marine motors and pro- 
pellers, ete. The price is given in the most ample manner and 
in detail, and also in code words for every article right 
through the catalogue. This latter is a feature much ap- 
preciated by foreign and colonial customers and agents. 

“Brook Marine Motors” is the title of a handsomely illus- 
trated catalogue published by J. W. Brooke & Company, Ltd., 
Lowestoft. ‘The Brooke motors are constructed in an ideal 
factory, well lighted, well ventilated, well heated, clean and 
one equipped with the most modern of machinery for the 
rapid production of accurate high-class work. ‘Thoroughness 
is the keynote of the whole organization, from the drafting 
room to the loading-out stage. No ‘near enough’ work is 
allowed to pass. Every part must be to gage and interchange- 
able, and the limits worked to are very close ones. The fittings, 
such as lubricators, switches and magnetos, are of the very 
best that can be obtained, for these are not made on the works, 
price not entering into the question. The result is the most 
perfect motor it is possible to produce of its particular kind. 
The wholesomeness of the motors may be exemplified by call- 
ing our customers’ attention to the forged nickel steel crank- 
shafts, the ground cylinders, rings, cross-head pins and bushes, 
the accuracy of the machine-cut gear wheels, the anti-friction 
white metal used for lining the bearings, the quality of the 
lubricators and the completeness of the whole equipment.” 


The Hesse patent reverse gear and thrust block is the sub- 
ject of a catalogue published by Hesse & Sayoy, Teddington, 
S. W. Lightness, quality, movable thrust blocks, a case that 
is oil tight, and including working parts in all sizes, superiority 
of the lever and wheel, are among the advantages claimed for 
this reverse gear, 

Fluxite is described in circulars distributed by the Auto- 
Controller & Switch Company, Bermondsey, London, S. E. 
This is stated to be the most effective flux known to solder all 
metals except aluminum, and it is said that dirty, greasy and 
even painted metal (except iron) can be soldered without 
cleaning; that it does not corrode, and that it is as safe as 
resin for electrical work, 


“Internal Boiler Management” is the title of a blue book 
written by J. W. G. Ross, to assist boiler owners, managers, 
engineers in charge, etc. This pamphlet is published and copy- 
righted by the “Boilerine”’ Manufacturing Company, 885a to 
897 Old Kent Road, London, S. E., manufacturer of “Boiler- 
ine’ compound for the prevention of incrustation in marine, 
locomotive and stationary steam boilers. This compound is 
guaranteed to be free from arsenic or other poisonous sub- 
stances. The steam and water condensed from a boiler con- 
taining “Boilerine” is stated by the manufacturer, who will 
send analytical reports upon application, to be quite pure and 
free from smell, taste and color and fit for culinary purposes. 


The chloride accumulator for yacht lighting is the subject 
of a handsomely illustrated catalogue published by the 
Chloride Electrical Storage Company, Ltd., Clifton Junction, 
Manchester. “The chloride accumulator has for many years 
past been in use en the principal yachts both at home and 
abroad, the distinctive features of its design rendering it 
peculiarly suitable for this class of work. ‘The positive plate 
is a special Planté type and embadies the advantages of both 
ordinary Planté and pasted plates, but without their disad- 
vantages. The active material, consisting of pure lead tape 
coiled up into rosettes, is contained in an antimonial lead grid 
possessing great strength and stiffness. The construction 
allows the electrolyte to circulate right through the plate from 
one side to the other, thus ensuring eyen working, and the 
very fullest advantage is thus taken of the entire surface of 
the active material.” 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICAGO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Ba ctimore STREET 
BUFFALO, N. Y., 600 PrubenTiat BUILDING 
PITTSBURGH, PA., 913-915 Liserty Avenue 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Hotsorn Viavuct 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JUNE, 1908. 


Quick-revolution steam machinery is described and illus- 
trated in a catalogue published aby T. A. Savery & Company, 
Birmingham. Regarding the Savery quick- revolution steam 
engines the catalogue states: “Our compound and triple- 
expansion steam engines are made upon the most modern 
methods, and we have incorporated in our designs all the 
latest and acknowledged refinements that it is possible to get, 
at the same time reducing the work to a minimum by the 
adoption of jigs and repetition work. We have incorporated 
in our designs the following improvements not generally 
recognized amongst marine engineers, but as we have de- 
signed our machinery to run at a very high rate of revolution, 
we find the necessary improvements add so much to the very 
fine results obtained in the running that we have decided to 
maintain this high standard of work throughout. We make a 
very important point of having very large bearings and wear- 
ing. surfaces, and we have adopted the system, so well known 
in the motor world of the present day, of case-hardening and 
grinding in special machinery, all the joint pins and pins in the 
valve gear, thereby obtaining a closer fit and reduction in the 
amount of wear than if designed to run in bronze bushes, 
which would require renewing every few years, probably by 
local jobbing men, where all the effect of close work and 
alignment would be lost. Our valve gear parts are so designed 
and manufactured that they lay in perfect alignment when 
fitted in the engine, and have a minimum of clearance only in 
each joint just sufficient for the oil to work between. The 
actual clearance is measured in 1/10000 of an inch. The piston 
rods and valve rods are all case-hardened and ground in the 
gland portion, to obtain the very best results in running, 
packed with a special form of metallic packing, in which we 
can guarantee no steam to be visible when running from any 
of the glands. We have made a special study of case-hard- 
ening, which is done in a special muffle, and of a sufficient 
depth to enable the parts to be ground to a true surface and 
still be properly hard all over. Not merely a surface harden- 
ing and polishing afterwards. Each article is tooled down 
on the parts requiring to be hard to within a few 1/1oooths of 
size. It is then placed in the muffle and carbonized, but is left 
soft all over; then the parts which are to be soft when finished 
are roughed down nearly to size, the article is reheated and 
hardened, afterwards being straightened, if at all distorted, 
and is then put into stock for a considerable period, so that it 


may settle into a restful condition before being finished and 
ground. ‘This entails three stages of machining, but we find 
that the results repay for the trouble, and we can confidently 
say that we produce the most silent running engine on the 
market.” 


The Seamless Steel Boat Company, Ltd., Wakefield, sole 
manufacturer of seamless steel motor boats, steam launches 
and motor barges, is sending out illustrated circulars describ- 
ing some of its boats. 


The general catalogue issued by Willock, Reid & Com- 
pany, Ltd., engineers, 109 Hope street, Glasgow, consists of a 
collection of several hundred of this company’s sheets, bound 
together in book form, and illustrating and describing scenes 
in “the firm’s shops, and the heavy machinery, steam engines, 
etc., which are its product. 


Motor boats are described and illustrated in a catalogue 
issued by J. W. Brooke & Compa Ltd., Lowestoft. In this 
catalogue the company describes and illustrates a few of the 
many types of boats it builds. These few types will act as 
a guide to prices, but the firm states that it wishes it clearly 
understood that it is always pleased to quote prices on cus- 
tomers’ own specifications and for special types of boats, steel 
as well as wooden. 


The paraffin and petrol motors for marine, stationary and 
automobile purposes, sold by the Clift Marine Motor Com- 
pany, 17 Philpot Lane, London, E. C., are described in illus- 
trated catalogues this company is distributing. These motors 
are built to the company’s design and under the company’s 
supervision by the Thames Iron Works, Shipbuilding & 
Engine Company of London. The Clift Motor Company sup- 
plies complete vessels, fitted with its engines, built in either 
wooden or steel and can supply designs when requested. 


Low patent radiators, especially designed for heating cabins 
and staterooms of yachts, steamships and warships, are de- 
scribed and illustrated in a circular issued by Archibald Low, 
Partick, Glasgow. This radiator is designed for hot water 
or steam, high or low pressure. It is fitted with steam and 
exhaust valves flanged, or with ground coupling tails, and is 
so designed that every square inch is a prime radiating sur- 
face. All radiators are tested to 200 pounds per square inch 
hydraulic and 120 pounds steam pressure. 


ROBERT BELDAM’S A.I. 


PATENT METALLIC 


A.1. “ LASCAR” Packings for H.P., I.P., 
and Low Pressures are an absolute 
Preventative of ‘‘Scored Rods.” 


ECONOMICAL AND 
EFFICIENT. 


Estimates given for every 
description of Boiler Coverings. 


If you are dissatisfied with the 
Packings you are now using, write 
to the undermentioned address for 
Samples and Quotations. 


‘LASCAR’  PAckINe. 


MANUFACTURER OF 


ASBESTOS & RUBBER GOODS 


OF EVERY DESCRIPTION. 


CIRCULATING AND BALLAST PUMP VALVES 
A SPECIALITY. 


Contractors to the Admiralty, also the British, Colonial, and 
Foreign Governments. 


| | | ——— 


All Communications to 


ROBERT BELDAM, 79, MARK LANE, LONDON, E.C. 


D 


J. @& EE. HALL Ltd. 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


MAKERS oF CARBONIC ANHYDRIDE (CO.) 


REFRIGERATING MACHINERY 


REPEAT INSTALLATIONS SUPPLIED TO 
UNION CASTLE MAIL S.S. Co. 53 P. & O. STEAM NAV. Co. 33 HOULDER LINE, Ltd. 13 
HAMBURG AMERICAN LINE 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Co. 46 CHARGEURS REUNIS 22 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 40 TYSER LINE 13 CANADIAN PACIFIC Ry. 


etc., etc. 


Nd 


12 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


FuNE, 1908. International Marine Engineering 


OF STEAM 


Can be obtained in all 
places where it is used 
at pressures lower than 
the initial boiler pres- 
sure by using the 


COLLIN 
STEAM PRESSURE 
REGULATING VALVE 


It MAINTAINS any desired 
pressure, regardless of varia- 
tion in boiler pressure. 
Main valve is balanced by 
pressure and WILL jNOT become cut. 

Controlling valve is OUT OF PATH of initial 
steam. 

It is very simple in design, WITH FEW PARTS 
and can be easily taken apart. 

It has no stuffing box or dash pot, requires no pack- 
ing and is SELF CONTAINED. 


Write today for Illustrated Booklet No. P-B. 


THE OHIO BRASS CO. 


MANSFIELD, OHIO, U. S. A. 
CHICAGO OFFICE—277 DEARBORN ST. 


Le =<. oS. Ee 


THE PHOSPHOR— 
—BRONZE CO. LID. 


Sole Makers of the following ALLOYS: 
pe nHOE BRONZE. 


‘“Cog Wheel Brand’? and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


‘‘Cog Wheel Brand.’’ The best qualities made. 


WHITE ANTI-FRICTION METALS : 
PLASTIC WHITE METAL. 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


“Vulcan Brand.’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Fully equal to Best White Brass No. 2, for 
lining Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. 


Cheaper than any Babbitt’s, and equal to best 
Magnolia Metal. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 


Telegraphic Address: Telephone No.: 
**PHOSBRONZE, LONDON.” 557, Hop. 


13 


When writing to advertisers, please mention 


The sanitary fittings supplied to the steamship Mauretania 
are described and illustrated in a folder published by Doulton 
& Company, Ltd. Albert Embankment, Lambeth, London, 
S), 18, 

“Appreciations” is the title of a pamphlet published by 
J. W. Brooke & Company, Ltd., Lowestoft. This pz umphlet 
consists of letters and extracts of letters from satisfied pur- 
chasers of Brooke motors, motor boats, yachts and launches. 


The hydraulic die forging plant at the Great Western 
Railway Works, Swindon, constructed by Fielding & Platt, 
Ltd., engineers, of Gloucester, is the subject of a large 14-page 
folder which is a reprint from Engineering of articles describ- 
ing this plant. 

The Lodge ignition coils, illustrated and described*in circu- 
lars published by Lodge Bros. & Company, 14 New street, 
Birmingham, are said to be the ideal ignition for motor boats. 
It is said that the Lodge spark is remarkable for its igniting 
properties, its persistence and its freedom from short circuit. 

The “Fastnut” washers made by Fastnut, Ltd., 60 Alder- 
manbury, London, E. C., are the subject of illustrated circulars 
published by this concern. This device is stated to’be in- 

valuable on steamships and for use on mz eee) of all kinds 

everywhere that nuts are used. It is said to be easily applied 
and easily removed, that it saves the ordinary washer, check 
nuts and the time drilling bolt and feeding split pins, etc. 
Shorter bolts can be used and no castle nuts and pins are 
required. 


BUSINESS NOTES 


AMERICA 


Mr. S. M. Hitpreru, formerly general manager of the 
Crandall Packing Company, is now special representative of 
the Clement Restein Company, Philadelphia, Pa, 


Tue Power SpeciALty CoMPANY, I11 Broadway, New York 
City, manufacturers of the Foster patent steam superheater, 
has secured among recent contracts the following covering the 
installation of this superheater in the boilers indicated: Home 
Electric Light & Steam Heating Company, Tyrone, Pa., 840 
H. P. in Heine boilers; Torresdale Filtration Plant, Philadel- 
phia (second order), 900 H. P. in Heine boilers; Western 
Clock Manufacturing Company, La Salle, Ill. (second order), 
300 H. P. in return tubular boilers; Bernheimer & Schwartz 
Brewing Company, New York City, 1,00 H. P. in Heine 
boilers; Garden City Company, Garden City, L. I., 200 H. P. 
in return tubular boilers; National Sugar Refining Company, 
Yonkers, N. Y., 1,134 H. P. in B. & W. boilers. It has also 
sold Foster stiperheaters of the independently-fired type to 
New Jersey Zinc Company, University of West Virginia, 
Abendroth & Root Manufacturing Company, Seacoast Canning 
Company. This latter company had within the past year 
equipped seven of its plants with Foster superheaters, the same 
being installed in return tubular type of boilers. 


Tue Roperts SAFETY WATER TUBE BoILeR CoMPANY, 39 
Cortlandt street, New York, has been extremely busy for the 


last month or six weeks, necessitating considerable over-time 
being made at their works, in order to keep anywhere near the 
specified time of deliveries. The company has recently 


shipped twenty odd boilers of standard sizes; five to New 
York City, one to Boston, four to Portland, Maine; three to 
Staten Island, one to Brooklyn, one to Missouri, two to Nor- 
folk, Va.; two to San Francisco, one to New Jersey and one 
to New York State, most of which, we are told, are orders 
from old customers who have used Roberts boilers in other 
boats which they now or have previously owned, and have, 
in consequence of the satisfaction which they formerly re- 
ceived, placed orders with the Roberts Safety Water Tube 
Boiler Company in the present instance without competition. 
Roberts boilers are said to be the pioneer of all marine water- 
tube boilers, having been on the market for thirty years, and 
the first one that was ever built is still giving good service 
and has been every year since it was built. There are many 
hundred Roberts boilers in use, but we are told there is less 
trouble reported from all these boilers than there is from some 
other makes of more recent invention, and with less boilers in 
use, and, consequently, less opportunity for trouble. The 
greatest point claimed in favor of Roberts watertube boilers 
is the fact that they never need cleaning internally, and yet 
still remain clean internally indefinitely, which eliminates con 
siderable trouble and expense. They are also said to be the 
most reasonable in first cost, and least extravagant to main- 
tain. 


INTERNATIONAL MARINE ENGINEERING. 


International Marine 


Aucust Mirerz, 128 Mott street, New York City, announces 
that he now builds oil, aleohol and gas marine engines in sizes 
from 2.to 200 horsepower; stationary from 1% to 200 horse- 
power. 


Tue DELAWARE MARINE Supply MANUFACTURING CoMPANY, 
Wilmington, Del., has received an order for its patented port- 
lights to be used on a steamboat building for the Egyptian 
government, at the works of the American Locomotive Com- 
pany, Richmond, Va. 


A Goop Inra.—The Delaware Marine Supply Manufacturing 
Company, Wilmington, Del., has been printing the following 
on the bottom of its letterheads, in order to give this matter 
widespread notice and to bring the same before the people 
interested in the welfare of the shipbuilders: “The passage 
of the ‘Merchant Marine,’ or ‘Subsidy’ bill in its fullest meas- 
ure would mean greater prosperity to our country than has 
ever been experienced.” 


Orp Morors ror New.—The Antoinette Motor Company, 
East Providence, R. I., has placed on the market an eight- 
cylinder four-cycle gas engine of from 60 to 200 horsepower. 
The weight is stated to be less than 500 pounds, and the 
manufacturer claims that four cylinders, giving half power, 
can be economically used. To introduce this motor to boat- 
men who want more and better power the company will take 
old motors in exchange. 


Barrett & Lawrence, 662 Bullitt building, Philadelphia, 
Pa., Eastern agents of the Nicholson Ship Log Company, an- 
nounce the following recent orders: The Newport News 
Shipbuilding Company, a No. 1 Nicholson log, to be installed 
on the Texas Oil Company’s new tank steamer Texas; the 
Minister of Marine of the Italian navy, a No. 1 Nicholson 
log for the battleship Vittorio Emanuele; Mr. Doscher, New 
York City, a No.2 log for his yacht Zurah; the Standard Oil 
Company, a No. 1 Nicholson log for the seagoing tug Astral; 
the United States Navy Department, several logs for the new 
cruisers. Barrett & Lawrence have also recently received a 
number of other orders for Nicholson ship logs and speed 
indicators. 


ALWAYS IN 


Simplicity, Strength 
Durability, No Chains 
No Couplings , 

No Projections 

Easy to Install 

Fits in Close Places 


PERFECT BALANCE 


Engineering 


BUSINESS NOTES 


GREAT BRITAIN 


SMOKE ABATEMENT IN BorLter FuRNACES.—The patent com- 
bustion apparatus devised, and now being extensively applied 
to the boilers in engineering and other public works, by 
Messrs, S. Pearson, Sons & Co., Glasgow, has recently been 
fitted to four large marine boilers in the shipyard of Messrs. 
William Simons & Company, Renfrew, with the result that 
over a stated period of test in three of the boilers under full 
load the evaporation of water per pound of coal was increased 
by 23 percent, while practically no smoke passed from the 
chimneys. Similar results have been obtained with four 
watertube boilers at the works of Messrs. Fleming & Fergu- 
son, shipbuilders, Paisley. 


SoctetE DES ATELIRRS ET CHANTIERS DE FRANCE, DUN- 
KERQUE.—This company has just received an order from the 
Compagnie Havraise Péninsulaire, Havre, for a screw steel 
steamer with a deadweight capacity of about 6,500 tons. This 
is the fourth vessel placed by these owners with the Dun- 
kerque Company. An order has been placed with the same 
builders for a hospital ship for the Iceland fisheries. This 
vessel will be handsomely fitted out for this service and will 
have accommodation for a doctor, an infirmary, dispensary, 
captains, officers, etc., and be supplied with a compound sur- 
face-condensing engine and cylindrical boiler. 


ADMIRALTY FirrE Contracts.—A few weeks ago the Ad- 
miralty distributed a portion of their annual contracts for files. 
The total’ quantity specified this year was for 22,000 dozen 
tools, about 5,000 dozen less than last year. It has been caus- 
ing much satisfaction among Sheffeld fle makers that their in- 
terests have been fully considered, and one of the leading 
firms in the city, Messrs. Moses Eadon & Sons, have received 
an order for 6,000 dozen files out of a total of about 12,000 
dozen already given out. The placing of these orders has 


been expected for some time, and their distribution is ex- 
ceedingly welcome, as the trade has not been entirely free 
from depression. 


Drum Oil Tight, Turned and Polished 
Gears of Steel, Bronzed, Bushed and Hardened 
Adjustments Easy of Access 


STOWE MANUFACTURING CO., 
WILMINGTON, DELAWARE. 


THE TRIUMPH 


THE GIES 


SOME OF OUR COMPETITORS 


THE, MICHIGAN 


THE PARAGON, 


THE JOE 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JUNE, 1908. 


JUNE, 1908. 


International Marine Engineering 


MARINE 


GAS PRODUCERS 


For any make of FOUR CYCLE ENGINE. 


Uses small anthracite coal. 


In sizes from 17 to 100 H.P. 


THE MARINE GAS PRODUCER CO. 


941 EXCHANCE BLDG. BOSTON, MASS. 


An Acruat CAse.—What an engineer says after fitting his 
vessel with a Weir D. C. feed heater: “She is giving every 
satisfaction and has saved on her winter running, against all 
the heavy weather and other drawbacks, 6 percent of her 
coal bill.’ This feed heater is made by G. & J. Weir, Ltd., 
Cathcart, Glasgow. 


GREENOCK Watr Memortau.—There will shortly be cere- 
’moniously dedicated as a Navigation and Engineering School 
at Greenock the James Watt memorial building, which has 
just been erected on the site of the great inventor’s birthplace 
from a fund subscribed to by sympathizers all over the world, 
headed by a donation of £10,000 by Mr. Carnegie. It will be 
entrusted to the care of the school board of Greenock, and an 
adequate sum will also be placed with the board to be ap- 
pointed for the purpose of future maintenance of the building 
in all time coming. 


ENGINEERING LARORATORY FOR DUNDEE CoLLEGE.—The latest 
addition to Dundee College will be a laboratory for the study 
and practice of electrical engineering. The building for the 
new department is a gift by thevsisters of the late Mr. T. L. 
Peters, who was formerly a Lord Dean of Guild of Dundee, 
and in a letter submitted to the college council they intimated 
they would give £4,000 for the purpose. Attached to the 
offer is a condition that the new laboratory will be maintained 
in a satisfactory state of efficiency, and that Mr. Peters’ name 
will be associated with it. The gift was unanimously accepted. 


SimpLtex Furnace Bars.—Steam users, both ashore and 
afloat, who have sought for economy and efficiency in their 
boiler rooms and stokeholds and have not yet succeeded, will 
read with interest the account of the results that have been 
achieved by the Simplex patent shaking furnace bars manu- 
factured by Messrs. Railton, Campbell & Crawford, of Wash- 
ington Foundry, Liverpool. The days of fixed fire-bars, and 
the use of the pricker, have long gone by. These were 
always a source of trouble, necessitating constant attention if 
the fires were required to be kept clean; and they were, be- 
sides, costly, because they were soon burnt through and had 
to be replaced. The Simplex shaking furnace bars, which 
have now largely taken their place—in marine boilers particu- 
larly—have done away with all this trouble and expense. They 
enable the furnace to be kept clean of clinkers, and the bars 
can be shaken in rotation by an ingenious arrangement—a 
portable handle—which will lift any fire-bar. Further, they 
are, in comparison, more durable, as the following experience 
of their use shows: The Simplex bars were first given a trial 
by the White Star Line on board the R. M. S. Oceanic, and 
whereas in twelve trips, when fitted with the old style of fixed 
fire-bars, she ‘used 3,850 bars, she has only used 119 in twelve 
subsequent voyages after. the adoption of the Simplex patent 
bar system. Another instance may be cited. The American 
liner Merion had her boilers fitted four years ago with the 
Simplex bars, and it is striking evidence in support of their 
durability that not a single bar has been burnt out, and they 
are still in use. Their arrangement in the furnace is simple, 
entirely under the fireman’s control, and easy to work without 
having to open the furnace doors. They have already been 
adopted on some 170 ocean-going liners, including the vessels 
of the following well-known companies: White Star, Cunard, 
American, Royal Mail, Elder, Dempster, West India Company, 
Dominion, Leyland, Booth, Federal. Houlder Bros. and the 
Manchester Liners. The up-keep of the entire 170 steamers 
using the patent bars does not, in short, approach anything 
neat that of one large steamer with the old style of furnace 

ars. 


MARINE SOCIETIES. 


AMERICA, 
AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York, 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
314 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 
INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
58 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. 


NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 
First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 


ash. 
Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 
Third Vice-President—Charles N. Vosburgh, 6323 Patton St., New 
Orleans, La. 
Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 
Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (% penny) per word. 
But. no advertisement will be inserted for less than 75 cents (3 shillings). 
Replies can be sent to our care tf desired, and they will be forwarded 
without additional charge. 


For Sale.—London Engineering for 1907, bound, and 1905 
and 1906 unbound. W. T. Dimm, 2904 West avenue, New- 
port News, Va. 


Tue FraNco-BritisH Exurerrion buildings are well in hand 
at Shepherd’s Bush, and the arrangements bid fair to result 
in offering to the general public a very attractive visiting place 
during the summer months. Success should crown the efforts 
of the promoters in respect to all the objects in view; cement- 
ing of friendship between nations, illustrating the methods and 
manners of various countries, showing materials produced or 
manutactured in different lands, providing recreation for 
Visitors, supplying accommodation and encouraging confer- 
ences, lectures and papers on subjects of general and special 
interest; and covering the outlay by receiving full and 
abundant patronage from sellers, buyers and visitors alike. 
We note that in connection with the Institute of Marine Engi- 
neers a paper by Mr. W. P. Durtnall is proposed for an even- 
ing during July, on “The Generation and Electrical Trans- 
mission of Power for Main Engine Propulsion and Speed 
Regulation,” and for an evening during September a lecture 
by Mr. J. T. Milton on metals. Both of these subjects are sure 
to draw good audiences. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Engine Fittings International Marine Engineering June, 1908. 


RAINBOW PACKING 


CAN'T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 


ECONOMICAL 
RELIABLE 


Will hold the 
highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 
PacKing. For high or low pressure steam the Peerless is head 
and shoulders above all other packings. The celebrated Peerless 
Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don't wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and 88 Chambers Street, New York 


Detroit, Mich.—16-24 Woodward Ave. Kansas City, Mo.—1221-1223 Union Ave. Vancouver, B. C.—Carral & Alexander Sts. 


Chicago, I1].—202-210 South Water St. Seattle, Wash.—Railroad Way & Occidental Richmond, Va.—Cor. Ninth and gary. Sts. 
Ritts Dune, Pa.— 425-427 First Ave. Ave. Waco, Texas—709-711 Austin A 
San Francisco, Cal.—131-153 Kansas St. Philadelphia, Pa.—220 South Fifth St. Syracuse, N: Y.—212-214 South. Clinton St. 
New Orleans, La.—Cor. Common & Tchoup- Louisville, Ky.—111-121 West Main St. Boston, Mass.—110 Federal St. 
itoulas Sts. Indianapolis, Ind.—16-18 Sout Capitol Ave. Buffalo, N. Y.—379 Washington St. 
Atlanta, Ga.,—7-9 South Broad St. Omaha, Neb.—1218 Farna Rochester, N. Y.—55 Hast Main St. 
On ron Tex, ae mee aie nN Hees Girth Denver, Col.—1621-1639 ath St. Los Angeles, Cal.—115 South Los Angeles St. 
ole European Depot—Anglo-American Ru = 1 
ber Co. Ltd., 58 Holborn Viaduct, FOREIGN DEPOTS PE TSIM CATS TERY SE TES 
London, B. C. Johannesburg, South Africa—2427 Mercan- Copenhagen, Den.—Frederiksholms, Kanal 6. 


Paris, race ATG Ave. de la Republique. tile Building. 


Sydney, Australia—270 George St. 


16 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Jury, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 

“Greae vs. Oil (Scientifically Compared).”—This is the 
title of a booklet that every engineer should possess. It con- 
tains in a practical and readable form the complete record of 
a series of lubricant tests conducted recently by the William 
Cramp & Sons Ship & Engine Building Company. ‘The lubri- 
cants tested included three well-known lubricating oils and 
two prominent greases, one an animal and the other a mineral 
grease. The relative abilities of each lubricant to reduce 
friction, the amounts of each consumed and their respective 
behavior under heavy pressures are all brought out in a plain, 
common-sense manner that will be thoroughly appreciated by 
readers who have struggled through pages of ultra-technical 
stuff on this subject in a vain effort to get at its meaning. 
This booklet may be obtained free of cost by addressing the 
Keystone Lubricating Company, Department V., Philadelphia, 
Pa. 

Automatic high-speed, enclosed, self-oiling vertical en- 
gines are described and illustrated in sectional catalogue No. 
232 issued by the American Blower Company, Detroit, Mich. 
“There is a wide field for the use of small, high-speed engines, 
but there are few which will fill it with any degree of satis- 
faction to the purchaser, owing to the necessity for almost 
constant attention, frequent adjustment and numerous repairs. 
It was with the distinct purpose of producing a line of small 
engines equally as dependable as the best large, high-grade 
automatic engines, that the ‘A B C’ type A and type E, 
vertical, enclosed, self-oiling engines were designed. In these 
engines are combined graceful lines, a novel oiling system 
and the very best of materials, properly proportioned, finely 
finished and perfectly fitted. They will run continuously 
three months or more, requiring absolutely no attention 
further than to fill the sight-feed cylinder lubricator. Nearly 
all of them have run five months at a stretch before any oil 
was added to the initial supply, and some have run from 
twenty to twenty-four months with the addition of less than 
5 gallons of oil and only one adjustment. No other double 
reciprocating engine, either large or small, ever equaled these 
performances, but they are no more than we expect of any of 
these engines, no matter what the service may be. Careful 
inspection of their construction has never yet failed to win 
the unqualified approval of the most critical observer, and we 
entreat your most thorough investigation.” 


Manufacturers 
of Every 
Description of 


DIVING APPARATUS 


For Naval, 


For Naval, Harbour, Dock, 
Salvage Works, Pearl and 
Ss Pen See RIsUShics maa 


PATENT SUBMARINE TELEPHONES, 
ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ 
Codes.—A.B.C. 4th & 5th Editions. 
Tclephone—1998 HOP. 

eam 


“Mechanical Rubber Goods” is the title of a handsomely 
illustrated catalogue of 94 pages published by the New York 
Belting & Packing Company, Ltd., 91 Chambers street, New 
York City. This catalogue gives a brief account of the pro- 
cess of collecting rubber in its raw state and the total amount 
of the crude rubber trade in various countries. The catalogue 
makes the following statements regarding this company’s 
rubber belting: “In comparison with other kinds, rubber 
belting possesses the highest efficiency for the transmission of 
power. Its basis of strength is cotton duck, the plies of 
which can be increased to resist any required tensile strain, 
and uniformity of strength and thickness throughout can 
always be relied upon. It is thoroughly waterproof, not easily 
affected by heat or cold, and its flexibility and smoothness of 
surface give perfect contact with pulley and insures the trans- 
mission of the maximum horsepower without slipping. These 
advantages are not combined to the same extent in any other 
kind of belting. Rubber belting is therefore adapted not only 
for all regular work, such as main engine drives, countershaft- 
ing, etc., but by its nature is- especially suited for saw and 
paper mill service, elevators and conveyors, threshing and 
brick-making machinery, and all exposed or out-of-door work. 
Tests show that adhesion of rubber belting is from 40 to 80 
percent greater than leather. varying according to pulley sur- 
face. The speed at which rubber belts may be operated should 
not exceed 5,000 feet per minute; best satisfaction and 
economy are obtained when speed does not exceed 4,000 feet 
per minute. Tight belts are responsible for much waste of 
power. The best authorities estimate that from 25 to 40 
percent of the total horsepower developed is wasted in turning 
the engine and shafting alone. By lagging pulleys with a 
piece of rubber belting adhesion is greatly increased. If a 
rubber belt slips, moisten it very lightly on the pulley side with 
boiled linseed oil. Never allow animal or mineral oils to come 
in contact with rubber belts. They are injurious and will 
eventually ruin the rubber. Full rolls of rubber belting 
measure, approximately, 450 feet, but other lengths and any 
width up to 72 inches, can be made to order at short notice. 
Our registered trade-mark is indelibly stamped on every belt 
at intervals of 25 or 30 feet. Seam side of belt should not be 
run next to pulleys. Belts give best service when sufficiently 
wide to run without slipping and still be moderately slack.” 


Ay Ee & co. 


ESTABLISHED 1828. 


87, 88 & S89, Grange Road, 
Bermondsey, Fonden,. S.E. 


Photo by D. W. Noakes, man Engineer, Greenwich, 


DIVER STEPPING ON LADDER TO DESCEND, 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING, 


International Marine Engineering Jury, 1908. 


The seventeenth annual report of the directors of the 
Philadelphia Bourse has: just been published and shows a 
most satisfactory condition. The exhibition department of 
The Bourse presents an excellent opportunity to engineers, 
boiler makers, boat builders and manufacturers of machinery 
of all kinds to maintain a permanent exhibition in the 
business center of Philadelphia, where they will come in con- 
tact with buyers all over the country. 


Steam specialties are described and illustrated in cata- 
logue F issued by the Ohio Brass Company, Mansfield, Ohio, 
manufacturer of gage cocks, water gages, bronze gate valves 
and fittings. Regarding the Ohio gate valve with double disc 
and rising stem, the catalogue states: “The Ohio gate valve 
is of medium pattern and made of high-grade steam bronze. 
The body is so designed as to thickness and distribution of 
metal that it will withstand pressures greatly in excess of the 
working pressure and yet not be affected by the expansion or 
sagging strains met with in pipe work. The discs are wedged 
between the seats in the body by means of a ball and socket 
bearing, which distributes the pressure uniformly on all parts 
of the seat. The discs are easily seated and will not stick in 
opening. The seats, stem and threads are well proportioned 
and will withstand hard service.” 


A free copy of the 1908 catalogue of engineering special- 
ties made by the Lunkenheimer Company, Cincinnati, Ohio, 
which is just off the press, will be sent by the company upon 
request to those who mention this magazine. This is one of 
the most complete catalogues of its kind we have ever seen. 
It is cloth-bound, and comprises 564 pages, 7% inches by 5 
inches, and there must be at least a thousand illustrations. 
The steam specialties described are brass and iron valves, 
whistles, cocks, gages, injectors, lubricators, oil pumps, oil and 
grease cups, etc., for all classes of machinery. The catalogue 
should be in the hands of every marine engineer, boiler maker 
and power plant operator. In the back of the book are many 
valuable tables, such as metric conversion tables, squares, 
cubes, square roots, cube roots and reciprocals of numbers, 
natural sines, co-sines, tangents and co-tangents, information 
about the properties of saturated steam, instructions showing 
how to ascertain the horsepower of boilers, tables showing the 
tensile strength of materials, weights of metals, the coefficients 
of linear expansion, etc. 


GUARANTEED ACCURATE 


Calipers Try Squares 
Clamps Dividers 

Gages Micrometers 
Rules Levels 
Protractors Squares 
Measuring Tapes Speed Indicators 


3 


THEL.S.STARRETT CO. 
ATHOL.MASS.. U.S.A 


Ta yee TTT 
| 2 


CATALOGUE 18-L FREE 


THE 
L. S. STARRETT Co. 


ATHOL, MASS., U. S. A. 


“Alcedo.”’ 


Fitted with Standard Roller Bearings. 


TASKER @ STRAW BRIDGE 
NAVAL ARCHITECTS AND MARINE ENGINEERS 
Pennsylvania Building, Philadelphia, Pa. 


WILL PROMPTLY SUPPLY DESIGNS and MACHINERY for BOATS FOR ANY PURPOSE 


Heavy duty slow speed gasoline motors suitable for fishing 


and working boats, heavy cruisers, small tugs, etc. 


8 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Jury, 1908. 


International Marine Engineering 


Tenth and 
Latest Edition 


Copy 75-C FREE 


la) 6CRAPHiTe Peale 
Asa 
i LUBRICANY 
TENTH COMmON 


This booklet is brimful of just such in- 
formation as you can use in your daily 
wotk. Modern methods of Iubricating various kinds 
of machinery, little engine room “kinks,” discovered 
by resourceful engineers—over 80 pages in all, 12 pages 
on marine lubrication. 


Write for FREE copy No. 75-C 


Joseph Dixon Crucible Co. 
Jersey City, N. J. 


Ship owners and builders interested in the subject of sub- 
marine signals should write to the Submarine Signal Com- 
pany, 88 Broad street, Boston, and ask to be put. on the free 
mailing list to receive this company’s bulletins, which are 
issued at short intervals, In them are published the experi- 

“ ences of ocean liners with submarine signals. In Bulletin No. 
31, for instance, is a report from Capt. Hogemann, of the 
North German Lloyd steamship Kronprinzessin Ceceilie in a 
heavy fog in the North Sea, when the submarine bells were 
distinctly heard at a distance of nearly 10 miles. 


THE NICHOLSON RECORDING SHIP SPEED INDICATOR 


I 
yp © ! ? 
HICHOLSON ShiP Log 


Clerc, Gaia 
USA 


u 
Kaors Pea Houn 
4 as 


SAILING VESSELS 


HIS LOG is entirely automatic and requires very little attention. It has no counter, 
but the distance sailed can be computed very closely by adding the average speed 
each hour shown on the record in miles or knots. Being able to know at all times 

the exact speed of the vessel by simply glancing at the speed dial and having the speed 
with time and date on a record chart, is of the utmost value to the navigating of a vessel. 

N SAILING VESSELS, the speed indicator will show how to trim the sails to the 
best advantage to insure the greatest speed. The log, when adjusted to the ship’s speed, 
will run the distance correctly and remain in adjustment indefinitely. 


NICHOLSON SHIP LOG COMPANY, CLEVELAND, OHIO, U. S. A. 


EASTERN AGENTS, BARRETT & LAWRENCE, 662 Bullitt Bldg., Philadelphia, Pa. 
PACIFIC COAST AGENT, C. P. NICHOLSON, 82 Market St., San Francisco, Cal. 


9 


Special attention is called in the latest of the monthly 
stock lists published by the Bourne-Fuller Company, Cleve- 
land, Ohio, to the very complete assortment of tool steel 
shown in the colored insert. The Borune-Fuller Company, 
besides dealing in pig iron, coke and steel of all kinds, makes 
a specialty of tool steel of all grades and tempers suitable for 
every purpose. d 

Woodworking machinery of all kinds is illustrated in cata- 
logue 5 published by the Yerkes & Finan Woodworking 
Machine Company, 3141 North Ninth street, St. Louis, Mo. 
As the constant changing and bringing out of new tools make 
a general catalogue out of date in a short time, this company 
has found it more satisfactory to issue a pictorial book and 
to prepare separate corresponding numbered large circulars 
of the machines therein illustrated, giving general descriptions 
as to the size and the good points they possess. Upon request 
the company will furnish separate circulars and descriptive 
matter regarding any machine illustrated in the pictorial cata- 
logue. 

Bulletin No. 1 of the Sirocco Engineering Series, published 
by the Sirocco Engineering Company, 138 Cedar street, New 
York City, is just off the press. “About 1897 a radically new 
type of centrifugal fan was invented by S. C. Davidson, of 
Belfast, Ireland. It was patented in England in 1898 and in 
the United States in 1900. It was carefully perfected, and, 
about 1899 was put on the market by Davidson & Co., Ltd., 
the Sirocco Engineering Works, under the name of ‘Sirocco.’ 
About 1903 it was introduced on the American market by the 
Sirocco Engineering Company, of New York. The success 
of the Sirocco fan was instantaneous. It opened a new era 
in fan construction. From its first entry on the British market 
its history has been one continuous and rapid advance, over- 
coming one after another of its competitors until it has 
reached a position of admitted superiority over all other cen- 
trifugal fans. Its pre-eminent position is admitted by all 
ventilating engineers who have kept abreast of current 
progress.” 

Bearing metals are the subject of a catalogue published by 
the Empire Metal Company, Syracuse, N. Y. The statement 
is made regarding “Silver Bronze,” one of the bearing metals 
the company makes, that this metal will wear longer in crank 
pins, crank shafts and connecting rod boxes of steam engines 
than phosphor or manganese bronze bushings, on account of 
its superior anti-friction quality. “Silver Bronze,” the manu- 
facturer states, is a hard metal, possessing requisite tensile 
strength for service under exacting conditions where hot 
boxes must be avoided. It may be peined and pours freely 
from a ladle without chilling. The Empire Metal Company 
makes various bearings for different uses. The “Samson” is 
for large bearings under heavy pressure; the “Motor” is for 
intermittent strain and thrust, especially for crank shaft 
bearings and connecting rod bushings of gas engines; “Im- 
perial” is for heavy load and high speed; “Copper Hard” for 
high speed and medium pressure; “Extra” for medium high 
speed and heavy pressure; “Triumph” for heavy pressure and 
high speed; “Electric” for irregular speed and heavy pressure. 
The company also makes bearings for various other purposes. 

A New Weinland Turbine Cleaner.—Weinland boiler tube 
cleaners are now being furnished with a new type of head. 
The prominent feature of this Weinland “wing head,” as it is 
called, is the large number of cutter wheels swinging on 
crosswise arms, and so mounted that the cutting wheels at- 
tack scale simultaneously in three different sections of the 
tube. Each arm works entirely independent of the others, so 
that the general effect is that of a number of cleaners all 
operating at once. The forward arms are provided with 
conical cutter wheels in front, each of which is followed by 
three star cutters mounted on the same shaft. The second, 
or rear arms, contain three cutting stars each, and finish the 
cleaning operation by removing the last particles which may 
have escaped the forward wheels. It will thus be seen that 
as each pair of cutters revolve in a different path a large 
surface is being cleaned at one time, and as the cleaner 
travels the scale surface is successively attacked by the sepa- 
rate sets of cutters. Numerous tests of the new type of head 
are said to prove that it works faster than the older types, and 
that it removes scale more thoroughly without injuring the 
tubes. The cone and star cutters are the only parts subject to 
much wear, and they may be replaced for practically nothing. 
The arms and pins are all hardened steel and made extra 
heavy, both to add strength and to give more power. A 
specially compact head with universal joint is made for clean- 
ing curved tubes, and special sizes are made for each size 
of straight tubes. The Weinland ball and thrust-bearing 
cleaners, equipped with the wing head, are fully described in 
a new 36-page catalogue, which will be sent by the Lagonda 
Manafacturing Company, Springfield, Ohio, to those inter- 
ested. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


Jury, 1908. 


“The Verdict of Twelve Men” is the title of a circular 
issued by the Mianus Motor Works, Mianus, Conn. This con- 
sists of twelve letters from users of Mianus motors, all of 
them offering high praise for this company’s gas engines. 


Fine mechanical tools are described in catalogue No. 18-L 
published by the L. S. Starret Company, Athol, Mass. A free 
copy of this catalogue should be in the hand of every engineer 
and naval architect, and will be sent free to all readers who 
mention INTERNATIONAL MARINE ENGINEERING. 


Graphite as a Boiler Scale Preventative——Anyone in- 
terested in this subject should write to the Joseph Dixon 
Crucible Company, Jersey City, N. J., and ask to be put on 
the free mailing list of Graphite, published monthly by the 
company. 


A 144-page stock list, published monthly by the Scully 
Steel & Iron Company, Chicago, Ill., will be sent free to 
readers of this magazine upon request. Steel flanges and 
plates, boiler tubes, small tools, machine tools, boilers, fur- 
naces, etc., are kept constantly in stock ready for immediate 
shipment. 


The monthly stock list of the Cincinnati Iron & Steel 
Company, Cincinnati, Ohio, will be sent to readers of this 
magazine upon request. It contains a complete list of the 
company’s stock actually on hand on the date of issue, sucn 
as beams, channels, plates, boiler tubes, boiler rivets, flange 
steel, bar iron, boiler tools, etc. 


“The Automatic Steam Towing Machine” is the title of 
a pamphlet which has just been published by the Chase Ma- 
chine Company, Cleveland, Ohio, a free copy of which will 
be sent upon request. This pamphlet consists of a report of 
the article by Thomas S. Kemble, which appeared in the 
August, 1907, issue of INTERNATIONAL MARINE ENGINEERING, 
and in addition there are supplementary notes instructing 
regarding the selection of the size of towing machines, and 
half-tone cuts of two of the best-known makes now on the 
market; also a statement of the advantages of using towing 
machines. 


Steam packing for piston rods and plungers are described 
and illustrated in booklet “A” published by the Clement 
Restein Company, 133 North Second street, Philadelphia, Pa. 
“Belmont ‘1903’ expansion packing is a packing of special type 
for use in stuffng-boxes of every description. For this pur- 
pose it is unequaled. In shape and composition it is precisely 
adapted to meet the severe requirements of this service, and 
gives better satisfaction for a longer period than any other 
packing made. The special merit of Belmont ‘1903’ packing is 
partly due to the shape in which it is made, partly to the 
superiority and uniformity of the materials used in it. Care in 
manufacture also contributes materially to the excellence of 
this packing, and as the same attention to detail is paid in 


every style and.at all times, there are never any variations 
roa) she 


TRADE PUBLICATIONS 


GREAT BRITAIN 


An epitome of lectures on the transmission of power by 
ropes is a pamphlet of 54 pages published by William Kenyon 
& Son, Ltd., Dukinfield, near Manchester. The introduction 
to this pamphlet states that the constantly increasing demand 
for epitomes of lectures on the transmission of power by 
ropes, delivered at technical institutions and before most of 
the leading engineering associations throughout the United 
Kingdom, is sufficient justification for the production of 
another issue. In this edition the company has sought to 
present not only the essence of its efforts, embodying personal 
experiences of American and Continental as well as home 


practice, but has also incorporated the gist of other expert 
evidence upon the subject. 


MACHINISTS, TAKE NOTICE. 


F. P. CONRAD, 


The Powell “Trojan” Sight-up Feed Cylinder 
Lubricator 


A thoroughly efficient double con- 
nection lubricator of neat design, 
superior workmanship and finish. 


The body-shell is cast in one piece 
—a patented Powell construction. 
This insures positive feed and perfect 
lubrication under all conditions, as 
the arms can’t get out of line and 
there are no joints to loosen or leak. 

Oil chamber is filled di- 
rectly through filling cup B 
on all sizes. You don’t have 
to wait for oil to seep through 
small openings. See it at your 
jobber’s — if HE does not 
carry it in stock, ask us who 
does. 


Our 280 page catalog is 
yours for the asking. 
Write for 
you think of it—a postal 


it now while 


will do. 


The Wm. Powell Go. 


CINCINNATI, OHIO 


NEW YORK, 254 Canal St. 
BOSTON, 239-45 Causeway St. 
PHILADELPHIA, 518 Arch St. 


“Arctic” propeller fans are the subject of an illustrated 
catalogue published by the Wilson-Wolf Engineering Com- 
pany, Ltd., Thornton Road, Bradford. These fans have been 
designed for moving large volumes of air at fairly low speeds 
and against slight resistance only, and are therefore especially 
suitable for ventilating where silence and minimum attention 
are required. 

Marine type watertube boilers are described,in a catalogue 
published by Babcock & Wilcox, Ltd., Oriel House, Farring- 
don street, London, E. C. These boilers are too well known 
to require description. A full-size marine catalogue, giving 
complete details of construction and maintenance and much 
useful information, may be obtained upon application to the 
company by our readers who will mention INTERNATIONAL 
Martine. ENGINEERING. 

Savery’s engines are described in an illustrated booklet 
published by T. A. Savery & Co., Bracebridge street, Birm- 
ingham. “One sees many an apparently good-looking and 
well-built engine which is nevertheless noisy, troublesome and 
short-lived in working, because the balance of moving parts 
has not been duly sought for and obtained. Balance, indeed, 
is the great secret of successful steam engine design, other 
things being equal; especially in the valve gear, on the one 
hand, and the pistons, connecting rods and crank shaft on the 
other. But one has only to stand by a Savery engine when 
running at its top speed, and to test it with sudden variations 
of speed as I did, to be assured, from its noiselessness and 
the absence of vibration, that the perfection of mechanical 
balance, as well as steam effort, has been achieved. Personally, 
I consider that Messrs. Savery’s choice of the Joy valve gear 
and their modification thereof lends itself to this result; but 
other contributory factors undoubtedly are the size and length 
of all glands, bearings and steadies.” 


Purchase Castings and Blue Prints of High Grade Gasolene Motor of 
World Wide Reputation, and start a profitable business. 


242 Freeport Street, 


Write to-day. 


Harrison Square, BOSTON, MASS. 


IF YOU USE THE KING 
OF METAL POLISHES 


Manufactured by F. M. TRAFTON CO 


BRILLIAN 


It is a great MARINE FAVORITE 
:; 176 Federal Street, Boston, Mass., U. S. A. 


10 


YOU HAVE THE BEST 
IN THE WORLD 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


Jury, 1908. 


International Marine Engineering 


nen ee EIU E EIEIEUIEEEIIISISNSSES ESSENSE 


The special toughened glass plates, suitable for gage 


glass protectors, deck lights, ships’ windows, etc., which are 
made by Carl Quitmann, 3 Cloth street, Long Lane, London, 
E. C,, are the subject of circulars the manufacturer is dis- 
tributing. The statement is made that a fall of a solid 
wooden ball, 6 ounces in weight, from a height of 8 feet upon 
the center of the glass plate, the extreme ends of which rest 
upon two wooden supports, will invariably fail to break the 
plate. 

Ice-making and refrigerating machinery is described and 
illustrated in a very complete catalogue of 174 pages pub- 
lished by A. Borsig, Tegel, Germany—London office, Finsbury 
Pavement House, E. C. These machines operate on the 
sulphur dioxide system, and are said to be especially suitable 
for marine use. Among the ships equipped with the Borsig 
machines are the steam yacht Lensahn, belonging to H. R. H. 
the Grand Duke of Oldenburg; the cruiser Vettore Pisani, 
of the Royal Italian Navy; the Siberian Fishery & Trading 
Company’s ship Refrigerator, and many others. 

Appliances for reducing friction of the tail shafts of 
steamers and for preventing corrosion and rust in a stern 
tube are made by Benjamin R. Vickers & Sons, Leeds. The 
circulars which this firm is distributing state that experiments 
which have been made by running shafts on wooden: bushes 
have shown that if oil is used in place of water a very large 
reduction of friction is secured. In the Vickers device the 
tail shaft is run in a bath of oil, and the statement is made 
that as this method results in a great reduction of the total 
friction, there is constantly a saving of coal or a correspond- 
ing increase in the speed of the ship. Many other advantages 
are claimed for these devices, 


“Apexior” compound, which is not a boiler fluid, but a 
compound to be applied to the surfaces of boilers, is the 
subject of a booklet published by J. Dampney & Co.., Ltd., 
Cardiff. “Apexio” is used for coating the internal surface 
of steam boilers, both marine and land, to prevent the deposit 
of hard scale and pitting; also for coating the external sur- 
face of boilers and pipes before clothing, and any iron or steel 
work exposed to violent influences, such as acid or alkaline 
fumes, as a protection from corrosion. This compound has 
been supplied to H. M. Office of Works, the Admiralty, War 
Offices, Crown Agents for the Colonies and for many power 
stations at home and abroad. 


Monorail electric hoists, transporters and conveyors are 
described in illustrated folders published by Kramos, Ltd., 
3ath. The statement is made that their speed is about seven 
times faster than with hand-operated tackle; that ordinary 
trackways and existing girders can be fitted; that the initial 
cost is moderate, and that they are noted for their extreme 
simplicity and facility of control. 


“Phosphor Bronze in the Marine Engine” is the title of 
Bulletin No. 5 published by the Phosphor Bronze Company, 
Ltd., 87 Sumner street, Southwark, London, S. E., and “the 
accompanying selected testimonials will prove to observant 
ship owners and marine engineers the unique yalue of genuine 
phosphor bronze in connection with all the wearing parts of a 
marine engine, and at the same time demonstrate the wisdom 
of using and specifying the original ‘cog-wheel’ brand alloys.” 


“Tauril,’ made by Ferguson & Timpson, Glasgow, is a 
high-pressure jointing suitable for steam, water and motor 
gear joints at temperatures up to 672 degrees. The manu- 
facturers claim that it has advantages which no other jointing 
possesses; that it can be opened up as often as desired; that 
it does not lose its elasticity and solidify or cake, and that it 
is, therefore, able to withstand increased strains with varying 
temperatures. 


Chain pulleys are described in an illustrated catalogue 
issued by Loveridge, Ltd., Cardiff. Among the various types 
of blocks made by this company are wrought iron pulley 
blocks for manila rope, rope pulley blocks of various types, 
special engineers’ tackle blocks for wire rope, blocks for rope 
strapping, inside iron-bound blocks of several types. Besides 
this, Loveridge, Ltd., make screw-lifting jacks, marline spikes, 
hoisting crabs, ropes and cordage, ete. 


Boring and surfacing machines are the subject of a large 
and handsomely illustrated catalogue issued by H. W. Kearns 
& Co., Ltd., Broadheath, near Manchester. The manufac- 
turers make the statement that these machines are unequaled 
as reducers of machine costs; that great care has been taken 
in their design, and no effort has been spared to render them 
as handy and efficient as possible, and yet retain for them 
that rigidity and strength of substance which every practical 
mechanic knows is essential to the turning out of a quick 
and accurate work.. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICACO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CHestNnuT STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AvENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Battimore STREET 
BUFFALO, N. Y., GOO PrRubenTIAL BuiLDING 
PITTSBURGH, PA., 913-915 Liserty Avenue 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Hotsorn Viapuct 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


Jury, 1908. 


Allen’s steam striker is the subject of illustrated folders 
distributed by S. W. Allen, Cardiff. The illustrations show 
sectional view, side elevation, front elevation, back elevation, 
etc. 


Rapid radial drilling machines are described and illus- 
trated in a literature published by Midgley & Sutcliffe, Brad- 
ford. These machines are said to be second to none for 
modern construction, stability, accuracy and maximum output 
with economical work. 


Recent developments in electric cranes and winches for 
marine services are described and illustrated in a catalogue 
issued by Chambers, Scott & Co., Motherwell, near Glasgow. 
The statement is made in this catalogue that a vastly greater 
return to the ship owner may be obtained froma ship equipped 
with electrical facilities for rapidly and economically handling 
homogeneous bulk cargoes, while a considerable saving by 
similar means may be effected in handling miscellaneous pack- 
age goods. 


“Norvic” steel boats are described in an illustrated cata- 
logue of 28 pages published by Boulton & Paul, Ltd., Norwich. 
These boats are described as being “the boats of silent speed.” 
The statement is made that all of Boulton & Paul’s steel hulls 
are designed by skilled naval architects, and built to meet the 
individual requirements of clients; that perfect lines to any 
design are guaranteed. 


The “Easy” pipe bending machine, made by Chas. Wick- 
steed & Co., Ltd., Kettering, is described in a folder this firm 
is distributing. The statement is made that, for cold bending 
these mz achines are unequaled; that they require no skill, and 
will bend pipe of ordinary thickness up to a radius of 8% 
inches without filling, and that they are perfectly suitable for 
bending hot when the nature of the pipe makes this advisable. 


An apparatus for cleaning smoke tubes of tubular boilers 
is described in catalogues published by F. R. Winterburn & 
Son, 6 Francis street, Leeds, agent for André Dalmar, of 
Rouen, France. The Dalmar apparatus is said to avoid the 
objections of the ordinary devices for tubular boiler cleaning, 
and consists of the combination of hot air with the steam 
employed. The result claimed is that the tube is completely 
cleaned and free from any sediment. 


The Drum Engineering Company, 27 Charles street, Brad- 
ford, has published an illustrated catalogue and price list of 
“Drum” pumps. 


Royles, Ltd., engineers and specialists, Irlam, near Man- 


chester, have published an attractive catalogue in English and 
French, describing their feedwater heaters, evaporators, con- 
densers, bathwater heaters, steam traps, reducing valves, 
safety and release valves, boiler mounting, unions and bends 
and other engineering specialties. 

A large catalogue published by J. Farkinson & Son, Canal 
Iron Works, Shipley, wit be sent Gas to all readers men- 
tioning INTERNATIONAL MARINE ENGINEERING. This firm is 
the manufacturer of the “Perfect” vise, the “Handy” vise and 
a full line of machine tools. 


Direct-current dynamos and motors are the subject of a 
catalogue issued by the Wilson-Wolf Engineering Company, 
Ltd., Thornton Road, Bradford. The company states that its 
long and varied experience in motor manufacture has enabled 
it to produce an electric motor which in construction and 
operation is unsurpassed by any on the market. 


Babcock & Wilcox, Ltd., Oriel House, Farringdon street, 
London, E. C., have published a handsome catalogue describ- 
ing and illustrating silent gravity bucket and tray conveyors, 
automatic railways, etc., for economy in handling coal, coke 
and ashes. The advantages claimed are small driving power, 
automatic action, durability and interchangeability of parts. 


Anchor rubber tiling is described in a catalogue published 
by Murray McVinnie & Co., Ltd., Mavisbank Quay, Glasgow. 
The advantages claimed for this tiling are that it is: noiseless 
and non-slippery, practically indestructible from wear, water- 
proof, easily cleaned and sanitary, moderate in price, and that 
it can be laid on the floor without special preparation, thus 
making it an excellent flooring for steamships and yachts. 


“Qctopus” automatic central lubricator for marine 
engines, which is described in circulars published by Benjamin 
R. Vickers & Sons, Leeds, is said to show a great saving of 
oil in actual work. A table is published showing the results 


of comparative tests between the old type of lubrication and 
the “Octopus” 
of 1,970 tons. 
cent. 


lubricator in three voyages of a screw steamer 
The average saving of oil per day was 54 per- 


ROBERT BELDAM’S A.I. 


PATENT METALLIC 


A.1. ““ LASCAR” Packings for H.P., I.P., 
and Low Pressures are an absolute 
Preventative of ‘‘Scored Rods.” 


ECONOMICAL AND 
EFFICIENT. 


Estimates given for every 
description of Boiler Coverings. 


If you are dissatisfied with the 
Packings you are now using, write 
to the undermentioned address for 
Samples and Quotations. 


‘LASCAR?’ PAcKING. 


MANUFACTURER OF 


ASBESTOS & RUBBER GOODS 


OF EVERY DESCRIPTION. 


CIRCULATING AND BALLAST PUMP VALVES 
A SPECIALITY. 


Contractors to the Admiralty, also the British, Colonial, and 
Foreign Governments. 


es ES |) 


All Communications to 


ROBERT BELDAM, 79, MARK LANE, LONDON, E.G. 


7 @& EH. HALL Ltd. 


(ESTABLISHED 1785) 
» St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


maxKERS or CARBONIC ANHYDRIDE (CO.) 


REFRIGERATING MACHINERY 


REPEAT 


UNION CASTLE MAIL S.S. Go. 53 
HAMBURG AMERICAN LINE 53 
ELDER DEMPSTER & Co. 46 
ROYAL MAIL S. P. Co. 40 


P. & O. 


TYSER LINE 
etc 


’ 


12 


INSTALLATIONS SUPPLIED TO 
STEAM NAV. 
WHITE STAR LINE 

CHARGEURS REUNIS 


HOULDER LINE, Ltd. 
NIPPON YUSEN KAISHA 
ELDERS & FYFFES, Ltd. 
CANADIAN PACIFIC Ry. 


Co. 


etc. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JuLy, 1908. 


This will identify our representative 


Mr. H. N: DINSMORE 


who is authorized to take subscriptions in any part of 
the United States and Canada, to collect the money 
due for new subscriptions and renewals, and to receipt 


for same in our name. 


International Marine Engineering 
17 BATTERY PLACE, NEW YORK 


ol) ar 


THE PHOSPHOR— 
—BRONZE CO. LTD. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 


‘““Cog Wheel Brand’’ and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


‘‘Cog Wheel Brand.’’ The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL. 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


“‘Vulcan Brand.” Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Fully equal to Best White Brass No. Q2, for 


lining Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. 


Cheaper than any Babbitt’s, and equal to best 
Magnolia Metal. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 


Telegraphic Address: Telephone No.: 
**PHOSBRONZE, LONDON.” 557, Hop. 


18 


International Marine Engineering 


BUSINESS NOTES 
AMERICA 


Free—A large can of Keystone grease, a fine brass grease 
cup and an engineer’s cap. These articles will be sent abso- 
lutely without cost, express charges prepaid, to any marine 
engineer who will write Department V. of the Keystone Lub- 
ricating Company, Philadelphia, Pa., and mention INTERNA- 
TIONAL MARINE ENGINEERING. 


Tue Prarr & Wuitnry Company, Hartford, Conn., ad- 
vises us that its Boston office, with headquarters in the 
Oliver building, has fitted up a small tool sales department 
storehouse at 265 Atlantic avenue, where a full line of boiler 
shell taps, Renshaw ratchets, punches, dies and such tools as 
it usually furnishes the up-to-date boiler shop, will be carried 
at all times, and orders will receive prompt attention. ‘Tele- 
phone, Fort Hill-184o. 


AN IMPORTANT ANNOUNCEMENT is made in connection with 
the foundry business in Detroit, Mich. The American Blower 
Company has purchased the large foundry property of the 
Northwestern Foundry & Supply Company, and is thoroughly 
overhauling and remodeling the buildings, with the intention 
of making it one of the most modern plants in the country. 
It will be equipped with molding machines and the latest 
foundry appliances of every kind. The foundry has had a 
capacity of 50 tons daily. The soil pipe and fitting business, 
which was carried on by the Northwestern Foundry & Supply 
Company, will doubtless be disposed of by the American 
Blower Company. It includes a large supply of the finished 
material and a full line of patterns, flasks, etc. The American 
Blower Company purchased this property with the intention 
of operating it to manufacture the castings used in connection 
with its own business. 


S. F. Haywarp & Co. Move to LARGER QuArTERS.—For a 
number of years S. F. Hayward & Co., New York, have been 
an important factor in the fire department supply business, 
and are to-day credited with being the largest supply house in 
the United States devoted to handling goods of this kind. 
“The steady progress which has marked the history of this 
concern since its inception in 1868, has been especially notice- 
able during recent years, and the company has now found it 
necessary to leave its old quarters at 20 Warren street for 
larger and better accommodations at 39 Park Place, New 
York City. The new location will be fully equipped to take 
care of the large and still growing business of S. F. Hayward 
& Co., in the most efficient and satisfactory manner, and 
there will be room as well for still greater expansion. Visitors 
in New York City will find 39 Park Place convenient to get at, 
as it is easily reached by the Subway, Brooklyn Bridge or the 
elevated roads and down-town ferries, and is but a short 
distance removed from the old place of business at Warren 
street.” 

A SATISFACTORY PROPELLER WHEEL.—The King Iron Works, 
226 Ohio street, Buffalo, N. Y., writes us as follows regarding 
an “endless chain” of orders this company has recently been 
receiving: “About a year ago we received an order from an 
insurance adjuster in New York City for a propeller wheel, 
It feet 6 inches diameter, for the steamship Katie. She is a 
Norwegian fruit steamer. We had no pattern exactly suit- 
able, so we made one. The wheel was shipped, and we heard 
nothing concerning it until November, when we received an 
order from Mobile for a propeller wheel for the steamship 
Fort Morgan, with a request that the wheel be similar to the 
Katie wheel. Last week we received another order from 
Mobile for a propeller wheel for the steamship F/elen, to be 
similar to the Port Morgan wheel. We also received an order 
last week from the owners of the Fort Morgan for a dupli- 
cate wheel, to be used on the steamship Fort Gaines. It would 
seem that these people were satisfied with the propeller wheels 
furnished, for in the same mail we received an order for a 
10-foot 6-inch wheel for the steamship Bodo. In May we 
received an inquiry from Mr. L. F. Terry, who is in the 
oyster business at Greenport, N. Y., for a propeller wheel to 
be used on a gasoline oyster boat. He says: ‘I would also 
like to know the size and pitch of the wheel you made for the 
tug Jessie R., which is doing its work very nicely and drives 
the boat well.’ We also received an inquiry from. the same 
locality from the captain of the steam yacht Christabel. Mr. 
Ferguson, the owner of the yacht, says: ‘You were the only 
people that made a satistactory wheel for my steamer 
Restless’ The two incidents noted above demonstrate that a 
satisfactory product will advertise itself, providing, of course, 
you can get the information before the people who are in- 
terested in it.” 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


THe Terry ENGINE Company, room 307, Bryant Park build- 
ing, Forty-second street and Sixth avenue, New York, has 
been incorporated with a capital stock of $50,000, to manu- 
facture and sell a marine gasoline engine which will be known 
as the Terry engine. George H. Terry is president, C. A. L. 
Brown, secretary and treasurer. They, with Clifford H. Eagle, 
are the incorporators. 


Tue MicuicANn WHEEL Company, Grand Rapids, Mich., is 
working day and night to fill orders on its “Michigan” speed 
wheels and reverse gears, which the company is supplying to 
engine and boat builders, and those who are fitting new boats 
with propeller wheels and reverse gears. This does not look 
like dull times among the marine trade, as the company’s busi- 
ness depends entirely on this trade, and it is receiving large 
orders from all over the country and even from foreign 
countries. 


\JEFFERY’S SPECIAL MARINE CANOE GLUE is guaranteed to be 
water-proof. “Its peculiar properties are those of flexibility and 
durability, and although it becomes soft and pliant under heat, 
it still retains its adhesion to timber, fiber, etc., and is clean 
and insoluble in water. No canoeist should be without a can 
of this glue; it is invaluable for quick repairs on either canvas 
or cedar canoes. After being melted over: a moderate fire. 
spread the glue on the surface of the wood with a stiff brush, 
leaving on a heavy coat; lay the canvas on the glue and pass 
an ordinary hot flat-iron over the canvas and make the glue 
sweat through, taking care not to have the iron so hot as to 
scorch the canvas. Another way of application is to coat the 
canvas on one side and lay it glued-side downwards on the 
wood, passing the iron over as before—the canvas will then 
be found perfectly waterproof; and adhering tightly to the 
wood. A few galvanized tacks should be added to the edges 
and angles where necessary. The canvas can then be painted. 
For temporary repairs of punctures only a candle is needed 
for heating, dig out a piece of glue as large as required, mould 
it in the hands after greasing them with the candle, melt the 
face of the glue and apply to the hole.” It is put up in fric- 
tion-cap cans, 25 cents each, by L. W. Ferdinand & Co., im- 
porters and sale agents for the United States and Canada, 
20: South street, Boston, Mass. 


THIS IS THE 


ALWAYS IN 


Simplicity, Strength 
Durability, No Chains 
No Couplings 

No Projections 

Easy to Install 

Fits in Close Places 


STOWE REVERSE GEAR 


PER F.EC ad BA LeA NsGsE 


Noricre.—We hereby notify every one that has bought our 
weedless propeller wheels from us direct, or indirect, and 
have used our weedless wheels as patterns, and have made 
weedless wheels from these patterns for their own use, or 
have sold them, to carefully keep a record of all weedless 
wheels made by them. Our design of weedless wheel is covy- 
ered by letter patent No. 885,174, issued April 21, 1908, and a 
report is requested in full for all weedless wheels so made 
by the Michigan Wheel Company. 


THE DELAWARE MARINE SUPPLY MANUFACTURING CoMPANY, 
Wilmington, Del., has put in the most up-to-date cost-keeping 
and accounting systems, which enable the company to give the 
matter of quotations the very latest attention. In times of 
keen competition it is, of course, a matter of interest to know 
the least possible cost at which work could be turned out, and 
also to know exactly the value of improvements. This com- 
pany has now begun to feel the effect of the system, and will 
be that much stronger in its competition with other manufac- 
turers of brass and bronze hardware. 


WEEDLESS WHEEL Patent.—The Michigan Wheel Company, 
Grand Rapids, Mich., was in April granted letters patent by 
the United States government on weedless propeller wheels. 
Copy of this patent has been received by us in which the 
company has four very strong claims covering their invention 
thoroughly. We are informed that this company will begin 
suit, sooner or later, against one or more large engine builders 
that are said to be making and using this identical weedless 
wheel. “There is a good deal of piracy in many lines of busi- 
ness, and when anyone gets up something good in the line of 
propeller wheels, there is a natural tendency for some that 
are interested to copy or procure all sizes of wheels and then 
put them out as their own and sell them as the original. These 
people never take into consideration that patterns and patents 
cost money, and that they like protection on their invention, 
and that there may be a day of reckoning for infringement 
of patents. Usually an inventor will wait for a few years 
before he commences suit so he will have something to sue 
on or a large royalty to collect. The Michigan Wheel Com- 
pany could not be blamed for calling to account all companies 
that have bought the weedless propeller wheels from it and 
have used these as patterns, and have made weedless wheels 
and sold them or used them in connection with their business, 
and for demanding a royalty from these parties by suit if 
necessary, unless a license has been granted to them for the 
privilege of making them for their own use only.” 


Drum Oil Tight, Turned and Polished 
Gears of Steel, Bronzed, Bushed and Hardened 
Adjustments Easy of Access 


STOWE MANUFACTURING CO., 
WILMINGTON, DELAWARE. 


WE 


INVITE COMPARISON 


THE GIES THE TRIUMPH 


THE PARAGON 


Wee 
SOME OF OUR COMPETITORS 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


THE, MICHIGAN 


JuLy, 1908. 


AuGust, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 

“Grease vs. Oil (Scientifically Compared)’ —This is the 
title of a booklet that every engineer should possess. It con- 
tains in a practical and readable form the complete record of 
a series of lubricant tests conducted recently by the William 
Cramp & Sons Ship & Engine Building Company. The lubri- 
cants tested included three well-known lubricating oils and 
two prominent greases, one an animal and the other a mineral 
grease. The relative abilities of each lubricant to reduce 
friction, the amounts of each consumed and their respective 
behavior under heavy pressures are all brought out in a plain, 
common-sense manner that will be thoroughly appreciated by 
readers who have struggled through pages of ultra-technical 
stuff on this subject in a vain effort to get at its meaning. 
This booklet may be obtained free of cost by addressing the 
Keystone Lubricating Company, Department V., Philadelphia, 
Pa, 

Air tools are the subject of catalogue H, issued the 
Cleveland Pneumatic Tool Company, Cleveland, Ohio. The 
company states that for a number of years it has been per- 
fecting its knowledge of new tool construction, and that every 
dollar that it has expended in new and improved machinery, 
in skilled labor and in experimenting, has been spent to atte in 
greater excellence in the finished product. The claim is made 
for the Cleveland riveting hammers that they are the most 
powerful tools made, and that their low maintenance cost has 
established a standard for economy. The company makes 
twenty-two sizes of riveting hammers. Among the other tools 
illustrated and described in this catalogue are calking and 
beading hammers, air tools, hose couplings, valve grinders, 
stay-bolt chucks, emery grinders and tool dressing machines, 
etc. The company especially calls attention to its portable 
emery grinder and tool dressing machines. and to its stay-bolt 
chuck, both of which machines are new and are just being 
placed on sale. The stay-bolt chuck has one feature of im- 
portance not mentioned in the catalogue, and that is its 
reversibility. It reverses instantly by means of the loose 
roller changing position. It may be reversed while in action, 
and grips the stay-bolt firmly in both directions. It is said 
to entirely do away with the expense of squaring the stay-bolt. 
and the claim is made that it is the best article of its kind 
on the market. 


yay 


by 


Manufacturers 
of Every 
Description of 


DIVING APPARATUS 


For Naval, Harbour, Dock, 


Salvage Works, Pearl and 
Sponge Fisheries. - - - 


PATENT SUBMARINE TELEPHONES, 
H ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ 
Codes.—A.B.C. 4th & 5th Editions. 
Telephone—1998 HOP. 

E> 


7 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Punches and shears are described and illustrated in cata- 
logue “A,” published by the Cleveland Punch & Shear Works 
Company, Cleveland, Ohio. This is a supplement to cata- 
logue 6, and very fully illustrates and describes this company’s 
line of tools. The castings are made in the company’s foundry 
under the supervision of its own chemist, every heat being 
subjected to physical and chemical tests. Among the many 
tools of interest to boiler makers described in this catalogue 
are 48-inch and 60-inch throat punches, with boiler makers’ 
jaw and re-enforced lugs; bar shears with engine drive; 
double angle shears; straightening rolls; plate planers; radial 
drills; punches and dies, ete. 


The Collin steam pressure regulating valve is the sub- 
ject of catalogue E issued by the Ohio Brass Company, 
Mansfield, Ohio. The statement is made that this steam 
valve not only reduces the initial pressure to any pressure 
required, but that it maintains a service pressure regardless 
of variation in the initial pressure. It is a regulating valve, 
not merely a reducing valve, and the claim made that it 
suivasses all other regulating valves in simplicity of design, 
accessibility of parts and reliability of operation; that con- 
tinuity of service is insured, as the main valve cannot cut and 
foreign matter cannot reach the controlling valve. The manu- 
facturer guarantees the valve to maintain a uniform steam 
pressure when properly installed and kept free from dirt and 
scale and operated within the limits of pressure stamped on 
the tag attached to the valve. 


1S 


The Engineer’s Catalogue issued by the New York Belting 
& Packing Company, Ltd., 91 Chambers street, New York, will 
be sent free to all readers who will mention INTERNATIONAL 
MarINE ENGINEERING. This catalogue states: “We are 
pioneers and leaders in the manufacture of rubber packings, 
and while radical changes have been made from time to time 
in machinery, pumps, etc., since we made our first packing, 
our line has at all times been kept complete and up to date. 
When new conditions arise we are always successful in de- 
signing a packing to satisfactorily do the work, in every 
instance maintaining the same high standard of quality that 
has characterized our older products. For any conditions of 
service you have we can furnish the packing you require and 
guarantee entire satisfaction.” 


C. E. HEINKE & CO. | 


ESTABLISHED 1828. 


87, 88 & 89, Grange Road, 
Bermondsey, Fonden, | S.E. 


ee 


Photo by D. W. Noakes, JB, Engineer, Gaon 


DIVER STEPPING ON LADDER TO DESCEND, 


International Marine Engineering 


A list of one hundred vessels in which the Mianus Motor 
Works, Mianus, Conn., has installed gasoline power, has 
been printed in pamphlet form-by that company. This is 
only a small proportion, however, of all the vessels in which 
Mianus motors have been fitted. 


Beginning with the July issue the Engineer and Fireman, 
published by the Penberthy Injector Company, of Detroit, 
Mich., was increased from 32 pages to an 8o-page magazine, 
with 10,000 monthly circulation claimed and full of interesting 
and instructive reading matter of a mechanical nature. Free 
sample copy will be mailed to any reader of INTERNATIONAL 
MARINE ENGINEERING upon request. 


“The Into Sail Hook,” made by the Delaware Marine Sup- 
ply Manufacturing Company, is the invention of Capt. J. M. 
Into, an experienced yacht captain. It has been adopted by 
the Herschoff Manufacturing Company, and is said to have 
been used with excellent results on all prominent American 
racing yachts. This sail hook was used on the Reliance, and 
Capt. Barr states that he never knew it to foul anything and 
that the crew found it easy to work. 


Glacier Anti-Friction Metal, made by the Glacier Metal 
Company, 116 Broad street, New York City, is the subject of 
an illustrated catalogue the manufacturer has just issued. It 
is said that this metal. while especially recommended for 
high-speed and heavy-pressure machinery, can be used to 
advantage in all places where brasses or bearing metals are 
required, with greater economy and better results than can 
be obtained from any other metal. 


Bolts and nuts are described and illustrated in a handsome 
catalogue of 160 pages published by the Russell, Burdsall & 
Ward Bolt & Nut Company, Port Chester, N. Y. Every user 
of nuts and bolts should send for this catalogue, a free copy 
of which will be sent to readers mentioning this magazine. 
This company manufactures bolts and nuts of every kind for 
every service, and makes a specialty of cold-punched, case- 
hardened, trimmed and semi-finished nuts for use in ship- 
yards, engine shops, etc. The catalogue contains a full price 
list of all kinds of bolts and nuts. In the back are tables 
of United States standard and other sizes of cold-punched 
nuts of various kinds, hot-pressed nuts, etc. 


AND INSTRUMENTS OF 


PRECISION 


are described in our 232-page catalogue, No. 18-L. 
This is a very complete and fully illustrated book, and a 
copy should be in the hands of every user of such in- 
struments. Many new tools are shown by the more than 
300 illustrations, and some additions to sizes of former 
tools have been made. A number of improvements in 
design will be noticed, and several more pages of useful 
tables are given than in earlier editions of the catalogue. 
There are a few changes in prices. The arrangement has 
been carefully revised, every tool indexed both by name 
and number, and no pains have been spared to make this 
the most complete, handiest, and most attractive tool 
catalogue ever issued. A glance at the table of contents 
will indicate its wide scope. Among the many instru- 
ments of which this company makes a specialty are cali- 
pers and dividers of all sorts, center punches, gages of 
every description, micrometers, rules and squares of all 
kinds, steel tapes, and, in fact, almost every kind of in- 
strument of precision. Every tool sent out by us is war- 
ranted to be accurate. If, by chance, any tool should 
prove to be defective in material or workmanship, it will 
be immediately replaced. 


FREE UPON REQUEST 


THE L. S. STARRETT CO. 


ATHOL, MASS., U. S.A. 


Gasoline Engines and Electric Lighting Plants 


The most advanced, modern and efficient motors, lighting plants 


and storage batteries on the market to-day. 


TASKER & STRAWBRIDGE 


Rock bottom 
prices and immediate 
shipment 


MARINE ENGINEERS 
Pennsylvania Building, Philadelphia, Pa. 


8 


Usually have 
some second - hand 
motors for sale 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


AuGust, 1908. 


Aucust, 1908. 


International Marine Engineering 


All Change Does Not Mean Progress, 
But all Progress Means Change 


ee 
F you are only familiar with oil and grease lubrication, 
well—look out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease ? 
Hundreds of successful engineers testify that it lessens 
friction, prevents cutting, saves lubricant. Can you 
answer this question from “ first-hand” experience ? 


Write for free booklet 58-C and a sample. 


JOSEPH DIXON CRUCIBLE CO. 


Jersey City, N. J. 


“Some Things the Manufacturer Should Know About 
Coal” is the title of a pamphlet, by E. G. Bailey, published 
by the Arthur D. Little Laboratory of Engineering Chemistry, 
93 Broad street, Boston, Mass. Requests for copies of the 
professional papers prepared at frequent intervals by the 
members of the staff have led to their publication in pam- 
phlet form. A single copy may be obtained without charge 
upon request. but special terms will be made for furnishing 
the entire series or large numbers of any one paper. 


THE NICHOLSON RECORDING SHIP SPEED INDICATOR 


ee bee 


Cicvtisas, Oni, 
rey 


Knors Pea Hour > 


FOR MOTOR BOATS, YACHTS, STEAM AND SAILING VESSELS 


HIS LOG is entirely automatic and requires very little attention. It has no counter, 
but the distance sailed can be computed very closely by adding the average speed 
each hour shown on the record in miles or knots. Being able to know at all times 

the exact speed of the vessel by simply glancing at the speed dial and having the speed 
with time and date on a record chart, is of the utmost value to the navigating of a vessel. 

IN SAILING VESSELS, the speed indicator will show how to trim the sails to the 
best advantage to insure the greatest speed. The log, when adjusted to the ship’s speed, 
will run the distance correctly and remain in adjustment indefinitely. 


NICHOLSON SHIP LOG COMPANY, CLEVELAND, OHIO, U. S. A. 


EASTERN AGENTS, BARRETT & LAWRENCE, 662 Bullitt Bidg., Philadelphia, Pa. 
PACIFIC COAST AGENT, C. P. NICHOLSON, 82 Market St., San Francisco, Cal. 


9 


EXAMINATION FOR APPOINTMENT OF CADET ENGINEERS IN 
THE Unitep STATES REVENUE CuTTER SERVICE—An excep- 
tional opportunity is now offered bright young engineers to 
enter the government service as commissioned officers and 
secure a life position, with all the advantages of longevity pay, 
retirement for age or physical disability incurred in the line 
of duty, etc., as now obtain in the United States army and 
navy. The United States Revenue Cutter Service will hold an 
examination for the selection of candidatés for appointment 
as cadet engineer to fill existing vacancies in that service, be- 
ginning Aug, 24, and covering a period of five days. This 
examination is open to all young men between the ages of 
20% and 25% years who have had the necessary engineering 
training, either at some technical school or in actual work, 
and who produce satisfactory testimonials of experience and 
good character. The successful candidates will be appointed 
cadet engineers, and then probably will be assigned to the 
United States practice cutter [tasca, which vessel is the prac- 
tice ship for cadets. During the term of service on the 
practice ship the cadet engineer is paid at the rate of $75 per 
month, and an allowance of 30 cents per diem for commuted 
rations. After serving not less than six months on this 
vessel, if he is found to be proficient in his duties, with the 
proper conduct and bearing of an officer, the cadet engineer is 
commissioned a third lieutenant of engineers in the regular 
line of promotion; his salary is increased to $1,700 per annum, 
and he is assigned to duty on some one of the large cruising 
cutters stationed at the various ports of the United States. 
Any person desiring full information relative to this exam- 
ination should address the Secretary of the Treasury, Wash- 
ington, D. C., stating his full name, age and experience, upon 
receipt of which request a pamphlet will be forwarded setting 
forth the proper manner of making application for examina- 
tion and other regulations governing the admission of can- 
didates. 


TRADE PUBLICATIONS 


GREAT BRITAIN 


The “Kennedy” patent bending machine is described in 
an illustrated catalogue published by John Barker & Co., 
Ltd., Kensington, W. These machines are used for bending 
welded butt-jointed and seamless tubing; also round, flat, 
angle, tee and channel bars in copper, brass, iron or other 
metals. : 


A description of the naval construction works of William 
Beardmore & Company, Ltd., Dalmuir, has been issued in 
pamphlet form, with handsome illustrations of this com- 
pany’s boiler shop, engine shop, power house and some of the 
firm’s products, such as propeller shafts, propellers, cast-steel 
stern trames, ete. 


Patent regenerative spring balanced table planing machines 
are described and illustrated in circulars published by Joshua 
Buckton & Co.. Ltd., Leeds. The claim is made for these 
machines that they effect a total saving of power at reversing 
that they reverse with minimum loss of time and with ex. 
treme accuracy, and that they will carry heavy loads and take 
heavy cuts. 


Sliding, surfacing and screw-cutting lathes for high-speed 
cutting by constant-speed belt or self-containing motor, are 
described and illustrated in circulars sent out by John Heth- 
erington & Sons, Ltd., Pollard street, Manchester. This firm 
also makes high-speed universal milling machines, sliding, 
subracing and screw-cutting lathes and many other machine 
tools, 


The cargo winch section of the 1907 catalogue issued by 
Robert Roger & Company, Ltd., Stockton-on-Tees, describes 
this firm’s latest designs in cargo winches. The firm endeavors 
to keep in view the fact that as ships become larger, the work 
to be done by winches becomes of a greater importance and 
of a more severe character. demanding good design, thorouch 
workmanship and sound material. 3 


The rotary pumps and blowers made by Lennox & Com- 
pany, 27 Essex Place, Turnham Green, London, W., are de- 
scribed in a catalogue just issued by this firm. The firm 
states that its experience in the use and manufacture of all 
kinds of plants for the chemical, metallurgic, electrical and 
kindred industries, extends over twenty-five years. and enables 
it to produce combinations that are properly proportioned and 
adequate in all respects. : 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


International Marine Engineering 


BUSINESS NOTES 
AMERICA 


Tue New York orrices of the C. H. Wheeler Manufac- 
turing Company, makers of the C. H. Wheeler improved sur- 
face condensers, Mullan suction valveless air pumps and feed- 
water heaters, have been moved to the Engineering building, 
114-18 Liberty street. Mr. Charles Lang is their representa- 
tive. 


A Larce AND UnusuAL Contract.—The United States War 
Department has placed an order with the Electric Launcn 
Company, Bayonne, N. J., for thirty-two 32-foot gasoline 
junction box launches, for use in connection with submarine 
mine planting. These boats will have a beam of 9 feet, draft 
of 3 feet. The hulls will be substantially constructed 
with oak frames, heavy cedar planking and copper fastened 
throughout. Two cockpits will be provided fore and aft with 
central deck, at which point a substantial mast will be set. 
These boats will be equipped with two-cylinder 12-horsepower 
gasoline engines, giving a speed of about 8 miles per hour. 
The installation of the engines will be very complete, the 
exhausts being led under water; making them absolutely 
silent. The gasoline tanks are to be substantially built of 
heavy copper. The windlasses will be attached to the mast 
for use in raising and lowering the submarine mine junction 
boxes which these boats will be used to plant, the boxes being 
raised and lowered over the end of the boat. It is expected 
that this order will be completed by the end of the year. The 
Electric Launch Company recently built and delivered one 
of these boats equipped with electric power, and it is now 
in use at Fort Monroe, Va. 


TaxkinG INpIcCATOR Carps.—There has been a demand for a 
long time for an instrument that will enable the operator to 
produce indicator cards in rapid succession. At the present 
time a well-known concern states that four cards a minute 
can easily be produced with their indicator. They further 
state that on test runs, where all kinds of conditions are in 
evidence, the objectionable features are practically eliminated. 
Every engineer who has taken indicator readings is aware of 
the trouble experienced in hooking and unhooking drum cord, 
it being especially troublesome in close quarters. Engineers 
are aware, with the ordinary instrument, they hook and 
unhook leading cord, which stretches, and, of course, will 
not produce perfect: diagrams. A short time ago an expert 
marine engineer took diagrams and was able to produce five 
cards in 61.5 seconds. The diagram showed clearly in every 
respect, and he was able to take cards at different positions 
of the piston stroke. It is stated that the company manufac- 
turing this indicator has a very important feature found in no 
other, and if any reader is interested he should write to 
A-T-I, 219 Congress street, Boston, requesting copy of letter 
referring to the five cards in 61.5 seconds. It explains in 
detail an actual test, describing clearly why every engineer 
should own an indicator. 


GOLD MEDAL, ST. 


of the workman. 


LOUIS, 


STRENGTH is absolutely necessary in a chain wrench to insure the safety 


Here you have it. 
the greatest strength for weight of material used. Chain fastened to handle, therefore 


Avuaust, 1908. 


Powell’s WHITE STAR Valve 


the trouble eliminator 


You don’t have to 
change the disc every 
day as the metal is 
hard white bronze 
composition that will 
stand constant hard 
usage. 

Used as a throttle 
on your steam pump 
it will outlast a large 
number of vulcanite 
or composition discs, 
and will outlast any 
other valve from two 
and five to one. 

Don’t take our 
word for it— TRY ONE. 


Your jobber will sup- 
ply it if YOU insist. If 
he won’t, ask us who will 
Look for the name. 


THE WM. POWELL COMPANY 


CINCINNATI, OHIO 
New York: 254 Canal St. Boston: 239-45 Causeway St. 
Philadelphia: 518 Arch St. 


THE DELAWARE MARINE SUPPLY MANUFACTURING COMPANY, 
Wilmington, Del., has received an order for 200 steel port- 
lights of special make, to be used in the Pennsylvania Railroad 
Company’s steel cars now building at the American Car & 
Foundry Company’s works, Wilmington, Del. 

A Larce OrDER For Titinc.—Andrew Dall & Son, Cleve- 
land Ohio, have recently placed an order with the New York 
Belting & Packing Company, Ltd., forthe installation of 
interlocking rubber tiling in the Cuyahoga County court house, 
Cleveland, Ohio, for which Lehman & Schmit are the archi- 
tects, amounting to $125,000. This is believed to be the largest 
order for rubber tiling ever placed, and was secured after an 
exhaustive examination into the merits of interlocking rubber 
tiling. It will be laid in the large court rooms, corridors, 
judges’ chambers, ete., in different designs to conform with 
the color scheme of the various rooms, etc. 


“TRIMO” 


Chain Wrench 


1904 


The “TRIMO” is designed throughout to give 


drawing stress is on the handle where it should be, instead of on the jaws. 
Interchangeable and guaranteed. Send for catalogue 34 showing full line. 


TRIMONT MFG. CO., 42:75 "street. 


AGENTS IN ALL COUNTRIES 


BRILLIAN 


It is a great MARINE FAVORITE 
Manufactured by F. M. TRAFTON CO., 176 Federal Street, Boston, Mass., U. S. A. 


IF YOU USE THE KING 
OF METAL POLISHES 


ROXBURY, MASS., U.S. A. 


YOU HAVE THE BEST 


IN THE WORLD 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Aucust, 1908. International Marine Engineering 


SHipyARD MACHINE Toots.—Some notable machine tools for 
work in one of the shipyards of Germany, in which naval 
contracts are almost constantly on hand, are at present being 
manufactured in Glasgow engineering shops. One interesting 
item is a set of heavy plate rolls which will rank amongst the 
largest tools of this description ever produced. This will be 
capable of dealing with plates 36 feet 6 inches long, 154 inches 


BUSINESS NOTES 


GREAT BRITAIN 


a ~ ~ TIRRP TT > r ee tap eGR Tories I S 4 Oy . é, 
Cc DEE ADEA ea Gr ta es a T ELEC et W OPE thick, and practically any width. This heavy appliance is 
REE EAS aE hae Pee oD reaens CACLALY KS i being made by Smith Bros. & Co., Kinning Park, Glasgow, 

- : : h 
ndia rubber tiling, state that their product is especially who have also recently produced some heavy plate-edge 


adapted for use on board ship, that it is noiseless, waterproof, planing machines capable of dealing with nickel-steel plates 


sanitary and durable, that there is a large variety of colors up to 30 feet long and 2 inches thick for use in Germany and 
and an almost unlimited range of designs. This company also Japan, as also in the Vickers, Sons & Maxim works at 
makes valves, washers, belting, hose, etc. Barrow-in-Furness. Messrs. J. Bennie & Sons, Cardonald, 
: Tue YArrow RemoyAr.—The serious work of removing the | Glasgow, have just installed a set of large plate-bending rolls 
highly special machine tools and other equipment of the in the works of J. & C. Grayson, Ltd., Liverpool. This ma- 
works of Messrs. Yarrow & Co., Poplar, to the company’s chine tool is capable of rolling, cold, plates 35 feet long and 


new establishment at Scotstoun-on-the-Clyde is now being | © feet wide, and 17 inches thick, Like the tools before men- 


entered upon, although, as is well known, the new works, as 


far as the shipbuilding branch is concerned, have been in 
operation for some months past. Entirely new overhead 
cranes of Appleby’s and Broadbent’s make are installed 


throughout all the new shops and over the fitting-out basin, 
and a large number of new tools are installed in the ship- 
building and boiler-making sections; the whole being elec- 
trically driven by current obtained from the Clyde Valley 
Supply Station at Yoker, about half a mile distant. But 
by far the larger body of machine tools and appliances for 
the Scotstoun works as a whole has still to be removed from 
the Poplar works about to be vacated. The Poplar works 
themselves, as presently arranged, are not many years old, 
and this is particularly true of the machinery with which 
they are equipped. The dove-tailing, therefore, of what is 
only old comparatively into what is new, and in every way 
up to date, will prove no yery difficult undertaking. The 
working staff at Scotstoun is already largely composed of 
“old hands” from the Poplar establishment, but the major 
portion of the Poplar staff will proceed to Clydeside in the 
order suited to the receipt and installation of the equipment, 
and incidentally at a time suited to the house occupancy 
regulations obtaining in Scotland. Mr. A. F. Yarrow him- 
self, it is understood, will take up residence, for the summer 
months at all events, in the neighborhood of Killearn, Stirling- 
shire 


tioned this appliance is electrically driven. 

LAUNCH oF STEAMSHIP ORATIOS CouppAs.—On April 209, 
Messrs. Craig, Taylor & Co., Ltd., launched from their 
Thornaby shipbuilding yard, Thornaby-on-Tees, a handsomely 
modeled single-deck steel screw steamer to the three-deck 
rule, of the following dimensions, viz.: 356 feet by 47 feet by 


23 feet 7144 inches molded. She is built of steel, to the highest 

class in ‘Lloyd’ Ss registry, under special survey, and has poop, 
topgallant forecastle and long bridge extending over half the 
length amidships. Ample water ballast is provided for in 
double bottom fore and aft and in peaks. She is equipped 
with patent steam windlass, with ayia warping ends, steam 
steering gear, six steam winches, large multi-tubular donkey 
boiler, telescopic masts to the Manchester ship canal require- 
ments, with derricks and derrick posts and all the latest im- 
provements to facilitate the rapid loading and discharging of 
cargo. The accommodation for captain and officers is neatly 
fitted up in large deckhouse amidships, the engineers being in 
deckhouses alongside engine casing, and the crew in the fore- 
castle. Her engines have been constructed by Messrs. Blair & 
Co., Ltd., Stockton-on-Tees, the cylinders being 23%, 39, 64 
by 42, with two large steel boilers working at 180 pounds 
pressure. The vessel has been built to the order of Nicolas 
Couppa, Esq., Marseilles, under the superintendence of Mr. 
William Law, of Liverpool, and Mr. George Coundouris, of 
Cephalonia. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. The rubber 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. It will not score the rod 
or blow out under the highest pressure. 


NEW YORK BELTING AND PACKHING CO. 
91 and 93 Chambers Street, NEW YORK 


BALTIMORE, MD., 114 W. Bactimore STREET 
BUFFALO, N. Y., GOO PrRubenTiAL BUILDING 
PITTSBURGH, PA., 913-915 Liserty AVENUE 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Hotsorn Viapuct 


WHY: 


CHICACO, ILL., 150 Lake STREET 

ST. LOUIS, MO., 218-220 CHestnut STREET 

PHILADELPHIA, PA., 118-120 NorTtH 8TH STREET 

SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 
BOSTON, MASS., 232 Summer STREET 


11 
When writing to advertisers, please mentton INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


AuGUST, 1908. 


List oF EXHIBITS by Boulton & Paul, Ltd., Norwich, at the 
Municipal Exhibition, Agricultural Hall, London, May I to 
12. A 25-foot steel motor boat hull, unfinished, to show our 
superior method of light but extra strong construction. Price, 
boat finished and fitted with 5-B. H. P. engine, £120. One 
8-kilowatt portable paraffin-electric generating set, arranged 
for direct current at 65 volts. Will supply ninety tantalum 
lamps alight at one time. Specially adapted for driving motor 
pumps, air compressors, etc., on breakdown jobs. A port- 


able petrol-driven pumping set, for pumping out sewage 
sumps, manholes or gullies. Adapted for municipal use, such 
as sewer stoppages, repairs, etc. A clutch is provided so that 


pump can be thrown out of gear and pulley used for driving 
any machinery, £65. A size No. 2 Boulton & Paul improv ed 
frictionless unchokable HineRiaeTE pump, 5,000 gallons per 


hour; shown working. Price, £6. A size No. 3a diaphragm 
pump, 7,500 gallons per hour; used on sewerage works 
throughout the world. Price, £7 tos. A size No. 2a dia- 


phragm pump, mounted on steel barrow. Price, £8 10s. A 
size No. 1 diaphragm pump, mounted on steel trestle; can be 
carried by two men. Price, £6 12s. 6d. A group of four, 
size No. 2a diaphragm pumps, mounted on bedplate and ar- 
ranged for driving by belt; 20,000 gallons per hour. Specially 
adapted for pumping large quantities of clear water, sandy 
water, or thick sewage. Price, £46. A group of two. size 
No. 2a, diaphragm pumps, mounted on cast-iron bedplate and 
worked through gearing by our 2 to 3-horsepower petrol or 
paraffin engine on same bedplate. Price, £60. A group of 
various size diaphragm pumps, all of our own manufacture. 
Our improved hydraulic ram, size 2 inches, for automatically 
raising part of any running water up to twenty’ times its 
original head. -As supplied to many of the leading estates 
under a guarantee for efficiency and output. An 8-foot 
diameter galvanized star windmill. Will work in a lighter 
wind than other mills; for pumping and driving machinery. 
Price, £13 2s. €d. A size No. tb diaphragm force pump 
mounted on barrow. Price, £9. A size No. 2b diaphragm 
force pump, £9. A Winterscales patent boot scraper for-use 
on golf tees, public institutions, etc. Price, 15s. A group of 
2B. H. P. at 650 r. p. m., two-stroke marine petrol engines; 
only three moving parts; valveless and reversing. Price. £10, 
each complete with full equipment ready for installing. A 
group of 3 B. H. P., ditto. Price, £23, complete. A group of 


ROBERT BELDAM’S ALI. 


PATENT METALLIC 


A.1. ““ LASCAR” Packings for H.P., I.P., 
and Low Pressures are an absolute 
Preventative of ‘‘Scored Rods.” 


ECONOMICAL AND 
EFFICIENT. 


Estimates given for every 
description of Boiler Coverings. 


If you are dissatisfied with the 
Packings you are now using, write 
to the undermentioned address for 
Samples and Quotations. 


ASBESTOS & RUBBER GOODS 


5 B. H. P., ditto. Price, £36, complete. A 4-B. H. P. petrol 
or paraffin cycle engine for driving machinery. Price, com- 
plete with water and fuel tanks, £42. An 8-B. H. P. two- 
cylinder, ditto and as above. Price, £70. A 12 to 16-B. H. P- 
three-cylinder, ditto and as above. Price, £115. A 3-horse- 
power two-stroke paraffin commercial engine, working at 300 
im) ook IPS, ce G0). 

SHipyARD MACHINERY ConTRACT.—It is stated that an order 
for almost the whole of the shipyard machinery required for 
an extensive new shipyard which is now being established at 
Hamburg, has been placed with Messrs. James Bennie & 


Sons, Clyde Engine Works, Cardonald, Glasgow, through 
Messrs. William Jacks & Company, Glasgow. 


Tue L. S. Srarreit Company announces that it has opened 
a warehouse,at 36 and 37 Upper Thames street, London, E. 
C., and will hereafter carry its fine mechanical tools, hack 
saws, steel tapes, etc., in stock at that place. The London 
branch will execute orders, render invoices and receive pay- 
ments. The company’s catalogue, with prices and discount 
sheets, may be obtained at the new office, which will be in 
charge of Mr. E. P. Barrus. 

Tue Fastest WARSHIP IN THE WorLD.—On the termination 
of the very severe series of trials which she has so satisfac- 
torily undergone, H. M. S. Tartar, the turbine torpedo-boat 
destroyer built by Messrs, John I. Thornycroft & Co., Ltd... 
Southampton, was finally inspected by Rear Admiral MacGill, 
admiral-superintendent of contract-built ships, on the 15th 
inst. The Tartar is the fastest warship afloat, her speed on 
the official trials being 35.672 knots as a mean of six runs. 
During a six hours’ run the mean speed proved to be 35.363: 
knots, while the fastest run was at the rate of over 37 
knots. The speed guaranteed by contract was 33 knots, which 
she has easily surpassed and by a very handsome margin, 
thus earning for her builders a substantial premium. The 
vessel is 270 feet long. The propelling machinery comprises 
Parsons turbines and six Thornycroft watertube boilers, and 
both machinery and boilers were constructed by Messrs. 
Thornycroft. The armament consists of three 12-pounder 
euns and two torpedo tubes. The vessel has now been taken 
into commission by the fleet reserve, and will be stationed at 
Sheerness, where the wireless telegraphic apparatus will be 
fitted forthwith. 


‘LASCAR  PackInNc. 


=... SS = 


MANUFACTURER OF 


OF EVERY DESCRIPTION. 


CIRCULATING AND BALLAST PUMP VALVES 
A SPECIALITY. 


Contractors to the Admiralty, also the British, Colonial, and 
Foreign Governments. 


SS _ SSS SS] SSS 


All Communications to 


ROBERT BELDAM, 79, MARK LANE, LONDON, E.G. 


a @ E. BALE, Ltd. 


(ESTABLISHED 1785) 
; St. Swithin’s Lane, London, E.C., and Dartford lronworks, Kent, England, 


MAKERS oF CARBONIC (ANE 2) (CQz) 


‘ATE 


REPEAT INSTALLATIONS SUPPLIED TO 
HAMBURG AMERICAN LINE 60 P. & O. STEAM NAV. Co. 33 HOULDER LINE, Ltd. 13 
UNION CASTLE MAIL S.S. Co. 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA "3 
ELDER DEMPSTER & Co. 48 CHARGEURS REUNIS 25 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 4s TYSER LINE 16 CANADIAN PACIFIC Ry. 12 


etc., 


12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


etc. 


of 


AUGUST, 1908. 


THE MAKING, BENDING, 
AND CARE OF SAILS 


By ADRIAN WILSON, of Wilson & Silsby. 


“While we have made it a point for years to 
say as little as possible about the cut and 
making of American racing canvas, we believe 
the time has come when the protection of our 
interests makes it necessary that we put some- 
thing into the hands of our customers that 
shall give them an intelligent understanding 
of why we do certain things, and shall help 
them to carry out, in the use of their sails, 
the work begun in the sail loft.” 


This is a paper-bound reprint of the articles by 
Mr. Wilson, which have recently appeared in 
INTERNATIONAL MARINE ENGINEERING. The 
pamphlet consists of fifteen printed pages, 
12x 9, with 38 illustrations. 


PRICE, 50 CENTS 
FOR SALE BY 


International Marine Engineering 
17 Battery Place, New York 


| ae eae 


THE PHOSPHOR— 
—BRONZE CO. LTD. 


Sole Makers of the following ALLOYS: 
PHOSPHOR BRONZE. 


“Cog Wheel Brand” and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


“Cog Wheel Brand.’’ The best qualities made. 


WHITE ANTI-FRICTION METALS : 
PLASTIC WHITE METAL. 


The best filling and lining Metal in the market. 


_ BABBITT’ S METAL. 


“Vulcan Brand.’ Nine Grades. 


~“ PHOSPHOR” WHITE LINING METAL. 


Fully equal to Best White Brass No. 2, for 
lining Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. 


Cheaper than any Babbitt’s, and equal to best 
Magnolia Metal. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 


Telegraphic Address: Telephone No.: 
‘*PHOSBRONZE, LONDON.” 557, Hop. 


13 


International Marine Engineering 


Franco-BritisH ExuHrpsitioN.—Among the exhibitors are 
the following: Babcock & Wilcox Company, Ltd. This con- 
cern provided the whole of the boiler house plant in con- 
nection with the turbines generating electricity, and compris- 
‘ag three Babcock & Wilcox boilers, each capable of evaporat- 
ing 10,000 pounds of water per hour and fitted with Babcock 
& Wilcox superheaters, imparting from 100 to 120 degrees 
of superheat to the steam. These boilers were also arranged 
with Babcock & Wilcox patent mechanical chain-grate stokers. 
The whole of the steam fittings and auxiliary pipe as well as 
the steel-stayed chimney was also manufactured by this com- 
pany. In addition to this, Babcock & Wilcox exhibit their 
marine type boilers, models of land-type boilers, automatic 
water softeners, etc. Harland & Wolff, Ltd., exhibit steam 
steering gear similar to that constructed for the Adriatic, 
Amerika, Rotterdam, etc., besides models of the Cedric, Piula- 
delplia and Marmora. John I. Thornycroft & Co. exhibit a 
collection of models of the torpedo craft with which their 
name has been associated, as well as of several other vessels, 
such as H. M. S. Tartar, which attained on its official trials 
a speed of 35.67 knots per hour for six consecutive runs over 
the measured official knot. C. A. Parsons & Co., Heaton 
Works, Newcastle-on-Tyne, exhibit an 1,800- kilowatt turbine 
generator, which will run continuously, for the purpose of 
generating current for the lighting and power supply. The 
plant consists of a steam turbine arranged for driving two 
dynamos in tandem at a speed of 1,800 r. p. m. This turbine 
is of the latest improved parallel type, adapted for full range 
of expansion from the boiler to the condenser pressure, and is 
also designed to work non-condensing, and is suitable for 
working at a steam pressure at the boiler of 150 pounds above 
atmosphere and superheated steam. It is also fitted with a 
mechanical governor, arranged for a speed regulation within 
2’ percent permanent and 5 percent momentarily when full 
load is thrown suddenly off or on. Aspinwall’s Patent Gov- 
ernor Company. 7 Strand street, Liverpool, exhibits a marine 
engine governor which is said to be simple and inexpensive, 
not onty preventing racing in heavy weather but shutting off 
steam entirely in case of a breakdown. This firm also ex- 
hibits an emergency governor for reciprocating engines and 
turbines. This is said to be exceedingly certain and powerful 
in action, and the statement is made that it may be adjusted 
to act at any predetermined speed, so that when the engines 
reach 5 percent above the normal speed, the governor in- 
stantly shuts off the supply of steam by means of the throttle 
or other valves. The British Westinghouse Company is not 
itself exhibiting, but is supplying plant and apparatus of 
various kinds to some of the exhibitors. To the exhibition 
authorities has been supplied a 500-kilowatt gas engine gener- 
ating set for lighting the main machinery hall and for oper- 
ating the machinery therein. The Canadian government has 
installed in its pavilion forty-eight Westinghouse are lamps. 
The Australian pavilion will be lighted and the machinery 
therein operated from two Westinghouse gas engine gener- 
ating sets. The British Westinghouse Company is also sup- 
plying motors for a number of other exhibitors. Palmer’s 
Shipbuilding & Iron Company, Ltd., Jarrow, is represented 
at the exhibition by models of H. M. S. Russell, Pique, 
Whiting, Belgia, by models of a turbine torpedo boat de- 
stroyer, and of the screw steamer Richard Welford, all of 
which ships this company has built. Cammel, Laird & Co., 
Ltd.. Birkenhead, are exhibiting a large number of models of 
ships built by them, such as H. M. S. Pathfinder, Topaze, 
Diamond, Cossack and several others, and also by models of 
a number of well-known merchant vessels. Archibald Mc Mil- 
lan & Son, Ltd., Dumbarton, exhibit a collection of old models 
dating from the year 1843 (nine years after the firm was 
founded) up to the present day. Regarding present-day 
models, these consist of the large cargo vessel Clan Mac- 
Millan, recently built for the Clan Line, a passenger vessel 
for the Moss Steamship Company of Liverpool, a line vessel 
for the Bombay Navigation Company, and a full model of a 
steamer recently built for service on the Canadian Lakes, the 
machinery being placed aft with navigation house on the fore- 
castle. Clayton, Son & Co., Ltd., Hunslet, Leeds, exhibit 
photographs of gasholders and structural work erected by 
the company in different parts of the world, also a section of 
Clayton & Pickering’s patent spiral guide for gasholders, a 
corrugated flue for marine boilers, etc. Royles, Ltd., Irlam, 
near Manchester, are exhibiting Row’s patent calorifiers with 
Royles patent automatic control device for heating water in 
large or small quantities by steam; Row’s patent feedwater 
heaters for live or exhaust steam, Royles steam traps, reduc- 
ing valves, steam and separators, boiler mountings, 
evaporators, condensers, etc. Small & Parkes, Ltd., Man- 
chester, “Karmal” engine packing for steam and hydraulic 
purposes, hot water, ammonia and acids, also “Roko” and 
other belting. John Spencer & Sons, Ltd., Newcastle-on-Tyne, 


grease 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


International Marine Engineering 


a boiler plate said to be the largest ever rolled; anchors, rail- 
road axles, furnaces, cast steel made for turning and planing 
tools, high-speed steel, etc. W. H. Allen, Son & Co., Ltd., Bed- 
ford, a 3-clyinder compound engine and a 2-cylinder compound 
engine, representing this firm’s high-speed enclosed forced 
- lubrication type, air pumps of various sizes, turbine pumps, oil 
engines, etc. Crossley Bros., Ltd., gas and oil engines. James 
Walker & Co., Garford street, West India Dock Road, ‘Lon- 
don, E., packings for high-pressures of steam and water, 
ammonia, steam hammers, etc., and this concern’s new “Golden 
Walkerite Jointing.” Chance Bros. & Co., Ltd., Lighthouse 
Works, near Birmingham, optical apparatus, pedestals, clock- 
work machines, incandescent oil and wick burners, steel and 
iron towers, fog signal installations, port lights, ete. Mather 
& Platt, Ltd., gas engines, steam turbines, turbine pumps, iron 
tanks, etc. Pinceps & Co., piston rings, steam driers and pack- 
ings for marine and land service. Wicker’s Sons & Maxim’s 
Sons, Ltd., models of ships built for the British, Japanese and 
Russian governments, including many well-known battleships, 
armored cruisers and smaller vessels. David Colville & Sons, 
Ltd., Motherwell, steel plates, channel bars rolling mills, ete. 
The National Gas Engine Company, Ltd., Ashton-under- 
Lyne, a producer gas engine fitted with the company’s latest 
improvements in the way of throttle governor, compressed 
air starter, electric ignition, etc. Holzapfel’s Compositions, 
Ltd., Newcastle-on-Tyne, anti-fouling compositions. C. E. 
Heinke & Co., 87, 88 and & Grange Road, Bermondsey, 
London, S. E., dividing apparatus of all kinds. The octagonal 
column that forms the central feature of the stand is covered 
with mother-of-pearl shells, brought from depths of from 30 
to 40 fathoms by Japanese divers, with the use of the Heinke 
three-cylinder diving pumps and apparatus. The statement is 
made that more than 1,000 of this company’s diving apparatus 
are in daily use. Five types of diving pumps are shown in 
this company’s exhibition of submarine electric lamps, helmets, 
etc. 

_ TURBINES IN THE GERMAN Navy.—We are informed that a 
license contract has been entered into between the German 
Admiralty and the A. G. Brown Boveri et Cie., Baden, Switz- 
erland, for the construction of marine steam turbines on the 
Brown Boveri system in the Imperial shipyards. Orders have 
already been given to the Kiel yard for the equipment of the 
new cruiser Ersatz Sperbix with turbines on this system.— 
Engineering. : 


New Coat Hoists AND ENGINES FOR Boston, LINCOLNSHIRE. 
—Messrs. John Abbott & Co., Ltd., of Gateshead-on-Tyne, 
have received an order from the Boston harbor commission- 
ers for a pair of hydraulic pumping engines which are to be 
of the horizontal high-pressure type, capable of delivering 300 
gallons per minute at 750 pounds accumulator pressure with 
100 pounds steam pressure; and a direct-acting coal hoist 
capable of handling 30 tons to a maximum height of 30 feet. 
It is pleasant to be able to record the booking of orders on the 
Tyne at a time when the relations, between employers and 
workers are in a disturbed state in several important in- 
dustries. 


LAUNCH OF THE STEAMSHIP City oF Lreps.—On April 15 
Messrs. Ropner & Son, Ltd., Stockton-on-Tees, launched from 
their yard a steel screw steamer of the following dimensions, 
viz.: Length, 370 feet; breadth, 51 feet; depth, 26 feet. The 
vessel is built to the highest class in the British Corporation 
Registry, and has been built to the order of Messrs. W. R. 
Smith & Son, Cardiff, and is fitted with the builders’ patent 
improved trunk deck. The saloon, with accommodation for 
captain and officers, is fitted up at the after end of the trunk, 
and a house for engineers on trunk deck. with the crew in 
the topgallant forecastle. The vessel is built on the deep 
frame principle, the frames being of bulb angle steel, and the 
holds are clear of all obstructions to the stowage of cargo, 
there being no hold beams or wide stringers. She has capacity 
for about 1,300 tons of water ballast in her cellular bottom 
and peak tanks, and her measurement capacity is exception- 
ally large. Six powerful steam winches with extended ends, 
in conjunction with eight derrick posts arranged in pairs, 
with wire runners and purchase spans, form a most efficient 
arrangement for loading and discharging light and heavy 
cargoes. Steam is supplied to the deck machinery by a large 
horizontal multi-tubular boiler 10 feet 6 inches by to feet. 
The outfit includes stockless anchors, quick-warping steam 
windlass, steam steering gear amidships, and powerful screw 
gear aft. The hatchways are arranged in accordance with the 
Factory and Workshop Act as applied to docks. The accom- 
modation flooring throughout is of “Litosilo” patent com- 
position in lieu of the ordinary wood soles. The engines are 


of the triple expansion type, by Messrs. Blair & Co., Ltd., 
Stockton-on-Tees, of about I 450 indicated horsepower on a 
very full specification, with boilers 16 feet 6 inches by 11 
feet 6 inches, working at a pressure of 180 pounds. 


CELFOR DRILLS 22% cheaened the cost of arilling 


They are cheap, because their cost of manufacture is low. 
a: bar of high-speed steel is less expensive than milling. 
are high-speed steel used to the best advantage. 
weight and maximum strength. 


Write for Free Catalogues 


CELFOR TOOL COMPANY, 207 Railway Exchange, Chicago, III. 


for hundreds of manufacturers. 


Twisting 
Celfor Drills 


They have minimum 


Pipe Bending Machine 


OPERATED BY STEAM OR COMPRESSED AIR 
WILL MAKE A RIGHT ANGLE BEND IN 2" PIPE 
IN 2 MINUTES 


This pneumatically operated machine bends cold pipes to 
the desired radius without filling and heating and it neither 
flattens nor injures the work inany way. Capacity is for 
pipe from 1%" to 2%" diameter, in any standard radius. 
Special dies can be had to order. 


H. B. UNDERWOOD & CO., 


1021 Hamilton Street 
Philadelphia, Pa. 


When writing to advertisers, please mention INTERNATIONAL MARINE’ ENGINEERING. 


AvucustT, 1908. 


SEPTEMBER, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 


The American Manganese Bronze Company, 99 John 
street, New York City, has issued a catalogue in the interest 
of Spare’s manganese, white and hydraulic bronze, of which 
the company is the sole manufacturer. Spare’s manganese 
bronze is said to be a strictly high grade homogeneous alloy, 
possessing a tensile strength up to 70,000 pounds per square 
inch, an elastic limit of 35,000 pounds and an elongation of 
25 percent with a reduction area of 25 percent. ‘The tensile 
strength and elongation can be varied to suit special require- 
ments, making it adaptable to a variety of uses. This bronze 
can be readily forged and rolled at a bright cherry heat, 
thereby increasing its tensile strength and elasticity. Spare’s 
white bronze is not a babbit metal, but is strictly a bearing 
bronze, combining with great anti- frictional properties a high 
melting point, together with an elastic limit in compression of 
over 5,000 pounds per square inch, properties which make it 
especially valuable for use in marine engine bearings and 
connecting rods. 


“Temperature Control for Steamships.’—In this cata- 
logue is illustrated and described a new device just placed 
on the market by the Geissinger Regulator Company, 203 
Greenwich street, New York City. The manufacturers claim 
that with this regulator every compartment, or stateroom, 
on board ship can be heated to the exact temperature desired; 
that the occupants of staterooms have at their command two 
prearranged temperatures, one for day and one for night. 
The amount of electric energy consumed is said to be strictly 
in proportion to the demand for heat, thus preventing a great 
waste of power lost in the direction of surplus heat. Pro- 
vision being made to prevent the escape of heat through open 
state room doors, maximum economy is secured, and it is 
claimed that when electric heat is installed in conjunction 
with automatically-controlled ventilating air it saves about 
60 percent of the electric energy usually expended. This 
system of temperature control, according to the manufacturer, 
may be fitted to any ship with little additional wiring, and 
this wiring in all instances is entirely concealed. The Geis- 
singer Regulator Company operates under patents granted 
and pending in the United States, Canada, England, Germany, 
France, Belgium, Russia and Japan. 


Manufacturers 
of Every 
Description of 


DIVING APPARATUS 


For Naval, Harbour, Dock, 


Salvage Works, Pearl and 


Sponge Fisheries. - - 


PATENT SUBMARINE TELEPHONES, 
ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ 
Codes.—A.B.C. 4th & 5th Editions. 
Telephone—1998 HOP. 


When writing to advertisers, please 


87, 88 & 89, Grange Road, 
Bermondsey, Lendon, S.E. 


“The Penberthy Engineer and Fireman.”’—July, 1908, 
marked the turning point in the career of this magazine. Estab- 
lished by the Penberthy Injector Company, Detroit, Mich., in 

1893, as a four-page pamphlet, called The Bulletin, it has 
grown steadily, until to-day it ranks as an independent 
journal, and is conducted in the same manner as other trade 
papers. 


The latest issue of The Progress Reporter, published by 
the Niles-Bement-Pond Company, 111 Broadway, New York, 
a free copy of which will be sent to any reader of this mage: 
zine upon request, illustrates, among other machine tools, 
combined slotting, boring, drilling and milling machine, re- 
cently built from new designs, and capable of a great variety 
of work. 


“Gauges” is the title of a very complete catalogue of 128 
pages, published by the American Steam Gauge & Valve 
Manufacturing Company, 208 Camden street, Boston, Mass. 
Among the many varieties of gauges illustrated and described 
in this catalogue are pressure and vacuum gauges, double- 
spring pressure gauges, auxiliary spring gauges, locomotive 
gauges, air-brake gauges, ammonia, hydraulic, steam and test 
gauges, etc. In addition to gauges, this catalogue illustrates 
and describes many other of this company’s steam specialties, 
such as revolution counters, gauge cocks, dead-weight gauge 
testers, test pumps, thermometers, steam whistles, pyrometers, 
water columns, etc. 


An attractive booklet of envelope size, entitled “Dixon’s 
Ticonderoga Flake Graphite,’ has been received from the 
Joseph Dixon Crucible Company, Jersey City, N. J. It is 
printed in two colors, black and red, and this color scheme is 
carried out on the cover by using a black cover stock and red 
ink for printing the cover design, which shows a title in the 
form of a seal. Inside the matter is arranged page for page, 
each page dealing with some particular phase of the graphite 
subject. At the bottom of the page is given “third party’s” 
testimony, bearing whenever possible on the particular phase 
treated on that page. Anyone who is interested in machinery 
of any sort will probably find in this booklet some matter to 
interest them. It is not lengthy, quite the contrary, but 
some interesting and valuable information is given. Any of 
our readers desiring a copy of this new Dixon booklet may 
secure it by writing direct to the Dixon Company. 


C. E. HEINKE & co. 


ESTABLISHED 1828. 


Po 
\ 


etre bitde A 
Photo by D. W. Noakes, Esq., es Greenwich, 


DIVER STEPPING ON LADDER TO D.SCEND. 


7 


mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


SEPTEMBER, 1908. 


“Works and Products of the Allis-Chalmers Company” 
is the title of a booklet of 48 pages issued by the Allis- 
Chalmers Company, Milwaukee, Wis., showing a few of the 
standard products of this company, including pumps, engines, 
hydraulic turbines, centrifugal pumps, gas engines and numer- 
ous other machinery. 


Coal-handling machinery, conveyors and industrial rail- 
ways are the subject of pamphlet No. O81 published by C. W. 
Hunt Company, West New Brighton, N. Y. Only a portion 
of this company’s product is illustrated in the booklet, but 
anyone interested in this class of machinery mentioned will 
receive further information and a larger catalogue upon 
request. 


Steam specialties, such as gage cocks, water gages, bronze 
gate valves and fittings, are described in catalogues published 
by the Ohio Brass Company, Mansfield, Ohio. The Collin 
gage cock, manufactured by this company, is made of high- 
grade steam bronze finely finished, and is said to be absolutely 
tight under any pressure. It is equipped with a non-steam- 
cutting valve with a center drive spring, and can be furnished 
with or without the packless, non-sticking shut-off valve. This 
valve is said to be an improvement over the plug cock, and it 
- will not stick or leak. This shut-off valve permits cleaning the 
main valve while the boiler is under pressure. The gage 
cock is also furnished without the shut-off valve when desired. 


Steering gears are described in a catalogue published by 
the Akers Steering Gear Company, Old Colony building, 
Chicago, Ill. This catalogue states that if a regular steering 
gear of a ship becomes disabled control is lost, frequently 
resulting in collision or stranding and the consequent loss of 
time while repairs are being made in drydock. The cost of 
repairs is covered by the hull insurance. but the owner looses 
the daily earning ability of the vessel while out of commis- 
sion, and this is said to average from $500 to $800 a day on 
a 10,000-ton ship. When a vessel is equipped with the Akers 
emergency steering gear the claim is made that collisions and 
strandings are prevented, because, should the regular gear 
become disabled no time is lost, as the Akers gear can be 
thrown into immediate operation from the bridge, with the 
result of controlling and protecting the ship indefinitely until 
repairs are made. ; 


A Specialty Made of 
Installing Marine 
Roller Bearings 


TASKER & STPAWBRIDGE \ 
MARINE ENGINEERS 
Pennsylvania Building 


Philadelphia, Pa. 


Sy a 
reco noe 
i 


64) 
wearamerrmeean i 


No. 30. 
THE _L. S, STARRETT CO. 
AINOL, MASS. U.S.A 


And Instruments of Precision 


STANDARD THE WORLD OVER 


CATALOGUE 18-L FREE 


THE L. S. STARRETT CO. 
ATHOL, MASS. 


We Superintend Construction and Report on designs, progress, trials and 


tests. Material accurately tested; ships, engines and machinery examined. Complete 


plans and estimates furnished. Draftsmen and Engineers of the highest ability are in 


our employ and at your disposal. Will undertake high class work at the shortest notice. 


FROM A LARGE SHOP, DRAWING-ROOM AND SEA EXPERIENCE WE ARE IN THE BEST 
POSITION TO OFFER OUR SERVICES 


8 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


SEPTEMBER, 1908. 


International Marine Engineering 


All Change Does Not Mean Progress, 
But all Progress Means Change 


F you are only familiar with oil and grease lubrication, 
well—look out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease ? 

Hundreds of successful engineers testify that it lessens 

friction, prevents cutting, saves lubricant. Can you 

answer this question from “ first-hand” experience ? 


Write for free booklet 58-C and a sample. 


JOSEPH DIXON CRUCIBLE CO. 


Jersey City, N. J. 


THE NICHOLSON RECORDING SHIP SPEED INDICATOR 


FOR MOTOR BOATS, YACHTS, STEAM and SAILING VESSELS 


Is automatic and requires little attention. It has no counter, but the dis- 
tance sailed can be computed very closely by adding the average speed each 
hour shown on the record in miles or knots. 


NICHOLSON SHIP LOG COMPANY, Cleveland, Ohio, U.S.A. 


Eastern Agents, Barrett & Lawrence, 662 Bullitt Bldg., Philadelphia, Pa. 
Pacific Coast Agent, C P. Nicholson, 82 Market St., San Francisco, Cal. 


The Powell Pilot Brass Mounted or All 
Iron (late Valve A Double Disk Iron body Gate Valve 


for medium pressures. The 
body is strong and compact 
with heavy lugs carrying 
stud bolts E. The stud 
holes in lugs of bonnet cap 
A, being accurately drilled 
totemplate, permits thevalve 
to be assembled any oldway. 
No matter how you handle 
it after taking apart, it 
always fits. 

The Double Brass Disks, 
made adjustable by ball and 
© Wt socket back, are hung in re- 
Mil cesses to the collar on the 
lower end of the stem. Stem 
is cut toa true Acme thread, 
the best for wear. 

The Powell Pilot Gate 
Valve is also made ALL 
IRON. For the control of 
cyanide solutions, acids,am- 
monia and other fluids that 
attack brass,it has no equal. 


— ae 


(f 
i 
ceo 


Send for special circular. 


If YOUR jobber does not have them 
in stock--ask us who does. 


THE WM. POWELL COMPANY 


CINCINNATI, OHIO 
New York: 254 Canal St. Boston: 239-45 Causeway St. 
Philadelphia: 518 Arch St. 


“The Bantam Anti-Friction Booster” is the title of a 
publication, of newspaper size, published by Mr. W. S. Rogers, 
of the Bantam Anti-Friction Company, Bantam, Conn. In 
addition to several columns devoted to editorial matter, local 
happenings, town topics and what is said to be “foreign news” 
(probably because it is altogether foreign to news), are 
several pages of interest to all users of roller, ball and radial 
ring bearings. 


The Spline milling machine is described in a catalogue 
published by Pratt & Whitney Company, 111 Broadway, New 
York. This catalogue is handsomely illustrated and printed, 
as is always the case with the Pratt & Whitney publications. 
The statement is made in the introduction that the Spline 
milling machine is an absolutely new tool, embodying new 
principles, and taking care of work for which heretofore there 
has been no suitable machinery. By its use the designer is 
able to take advantage of the use of slots, which many times 
would simplify the design but which heretofore haye been 
avoided owing to the high manufacturing cost. 


Oxyacetylene portable welding and cutting machines are 
described in an illustrated circular distributed by the Beltzer 
Delcampe Welding Company, Bridgeport, Conn. Some of the 
applications of this company’s machines are the welding of 
iron, steel, cast iron, copper, etc.; the repairing of castings of 
all kinds; the rapid construction of all kinds of piping; the 
manufacturing of seamless tanks; the rapid and cheap cutting 
of steel plates and bars; annealing of armor plates and forg- 
ing of machine parts; the rapid disintegration of boiler in- 
crustations and the melting of refractory material of any 
description. 


“Pointers on Things Worth Knowing” is the title of a 
vest-pocket booklet issued by the Diamond Rubber Company, 
Akron, Ohio. Herein are presented certain rules and tables 
and other information found to be handy and applicable to the 
every-day problems which present themselves to the progres- 
sive engineer. A free copy will be sent any reader men- 
tioning INTERNATIONAL MARINE ENGINEERING. The company 
also presents a line of valves which have been brought out 
strictly to meet the requirements of the marine trade. The 
manufacture of high-class condenser valves has for years 
been of the company’s specialties, as well as hot water, ballast 
and bilge pump valves, etc. 


The Baldridge reverse gear, made by the Smith & Bald- 
ridge Machine Company, Detroit, Mich., is described in circu- 
lars this company is issuing. The circular states that this gear 
has entered the motor boat field and has revolutionized. the 
reverse gear business. as it affords the most efficient means 
of reversing the propeller, or backing up, or for suddenly 
checking speed. In addition to this, the lever when brought 
to a neutral point disengages the propeller shaft entirely from 
the engine, allowing the engine to run free. This permits 
lying at a dock without stopping the engine and thus saves 
much cranking. 


“Grease vs. Oil (Scientifically Compared).”—This is the 
title of a booklet that every engineer should possess. It con- 
tains in a practical and readable form the complete record of 
a series of lubricant tests conducted recently by the William 
Cramp & Sons Ship & Engine Building Company. The lubri- 
cants tested included three well-known lubricating oils and 
two prominent greases, one an animal and the other a mineral 
grease. The relative abilities of each lubricant to reduce 
friction, the amounts of each consumed and their respective 
behavior under heavy pressures are all brought out in a plain, 
common-sense manner that will be thoroughly appreciated by 
readers who have struggled through pages of ultra-technical 
stuff on this subject in a vain effort to get at its meaning. 
This booklet may be obtained free of cost by addressing the 
Keystone Lubricating Company, Department V, Philadelphia. 


“Portable Heaters” is the title of the catalogue published 
by the Rockwell Furnace Company, 26 Cortlandt street, New 
York. These heaters are designed for heating work which is 
too bulky or too inconvenient to remove to a furnace and 
wherever it is desirable to take the heater to the work, such 
as annealing, hardening, expanding, bending, brazing, leading, 
milling, skin drying, rivet heating. etc. In shipyards, “crank 
expansion for taking out and replacing pins in engine work, 
a straight 8-inch pin, tight fit, has been replaced in one hour. 
Heating hubs of propellers to loosen them. Stern posts and 
shoes, distorted, can be heated with this device and straight- 
ened without removing, the saying equal to’ cost of several 
heaters. Plates that buckle in construction work are easily 
adjusted with a little heat at the buckling point. A 14-inch 
shaft has been sufficiently heated, with two burners. for 
straightening in two hours.” 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


SEPTEMBER, 1908. 


TRADE PUBLICATIONS 


GREAT BRITAIN 


Lancaster & Tonge, Ltd., Pendleton, Manchester, have 
issued a catalogue in the interest of their steam traps and 
steam driers. The manufacturers state that they have sold 
80,000 steam traps during the last twenty-five years, and 
point out as evidence that these-traps are still considered the 
best, that they have fitted to both the Lusitania and the 
Mauretama. 


A patent water recorder for recording the flow of water 
over weirs or through notches is described in an illustrated 
catalogue published by J. E. Lea, 46 Brown street, Manches- 
ter. The purpose of this instrument is to measure and record 
graphically in a convenient and simple manner the variations 
in the rates of flow of water or other liquid, the records 
being produced in such a way that it is easy to measure the 
total volume of liquid passed during any interval of time. 


Beldam’s patent pilot packing is described in circulars 
distributed by the Beldam Packing & Rubber Company, 93 
Gracechurch street, London, E. C. This is an asbestos-pro- 
tected white metal bar packing with special heat resisting 
rubber backing, guaranteed to stand the highest temperatures. 
It is supplied in lengths or in rings. The Beldam Packing & 
Rubber Company makes packings of all kinds for low and 
high steam pressure, for ammonia and for glands, pumps and 
all hydraulic purposes. 


Carron Company, manufacturers of ship fittings, drop 
forgings, woodworking machinery, etc., have issued an 
abridged catalogue for the export trade, which, while convey- 
ing a good idea of the class of Carron manufactures, is so 
small that it is impossible to illustrate all.of the extensive 
variety of goods manufactured at Carron. Should the par- 
ticular article required, therefore, not be illustrated in this 
catalogue, the company asks to be favored with full details of 
requirements, when they have no doubt of their ability to 
meet the case. 


The steam steering gear made by R. Roger & Company, 
Ltd., Stockton-on-Tees, is described in a catalogue published 
by this firm. which states that it has been in the business 
of manufacturing steam steering apparatus for twenty-five 
years, and that the experience gained by building 700 of these 
gears has not been wasted. The characteristics of the Pepper 
steam steering gear, made by this firm, are said to be ex- 
treme simplicity, the facility with which it is kept in work 
and repair, its silence, and the fact that it works with steam 
of high or low pressure. All the working valves are sliding 
valves and in one chest, under one cover, ard all wearing 
parts may be easily lubricated. 


“Atlas” patent rolled weldless chains and cables are de- 
scribed and illustrated in circulars distributed by John Brown 
& Company, Ltd., Sheffield. Regarding the annular process 
weldless chain, the statement is made that “each link of this 
chain, instead of being produced from a solid bar, bent and 
welded, is rolled in a continuous coil, and subsequently com- 
pressed into a homogeneous piece by means of special ma- 
chinery, the stud being at the same time fixed in position by 
hydraulic pressure, so-that there is no possibility of its work- 
ing loose. By this process of manufacture every link can be 
guaranteed equal to every other link in the chain, and the 
result of special trials has proved that it is at least 25 percent 
stronger than chains made by the ordinary method of hand 
welding. The links are about 30 percent stronger than is re- 
quired by the Board of Trade. rules. It will be noticed that 
this process of manufacture thickens the links at the ends 
considerably, which, of course, is a distinct advantage. These 
chains and cables can be produced at present from 34 inch 
diameter of section of link, advancing by 1/16 up to 3% 
inches diameter of section. The method of producing the 
‘Atlas’ chain, together with some representations of various 
links, are shown on the annexed sketches. and John Brown & 
Company, Ltd., have every confidence that these chains and 
cables will be found by consumers a decided improvement on 
any other class of chain now in the market.” 


IF YOU USE THE KING 
OF METAL POLISHES 


BRILLIAN 


It is a great MARINE FAVORITE 
Manufactured by F. M. TRAFTON CO., 176 Federal Street. Boston, Mass., U. S. A. 


6 Throw Shatts 


are not common in our art and success in making 
them encourages us to say that no concern is better 
equipped. Our toughening process gives you “all 
there is in it”’—steel, wear and safety. Send prints 
for estimate on specials and get circular E-42 for 
stock lines: 

26 kinds Single Throw. 4 kinds: Double Throw. 

4 kinds C. Bearing Double Throw. 


and a number of dies available for four and six 


throw. 
J. H. WILLIAMS & CO, 
SUPERIOR DROP-FORGINGS 
BROOKL N. YY. CITY 
Davies & Metcalfe, Ltd., Romiley, near Manchester, have 


published a number of illustrated circulars describing their 
“Hot Water” injectors for locomotive, stationary and marine 
types and Giffard’s injectors. 

Watson, Laidlaw & Company, Ltd., Glasgow, have pub- 
lished circulars describing their centrifugal machines, hydro- 
extractors and their patented superheater steaming apparatus 
for centrifugal.machines. 

Asbestos packings, sheetings, jointing, etc., are described 
in a catalogue distributed by the United Asbestos Company, 
Ltd., Dock House, Billiter street, London, E. C. This firm 
are contractors to the Admiralty, the War Office, the Office of 
Works and the Home Office; also to the India Office, the 
Colonial Office. Trinity House and the principal English, 
Indian, Colonial and foreign railways. ; 


AMERICAN MANGANESE BRONZE COMPANY 


NYP 


MANGANESE \’ HYDRAULIC 


BRONZE. 


WHITE. BRONZE. 


U. s. GOVERN MENT COMPOSITIONS. 
INGOTS FORGINGS RODS SHEETS. 
MARINE. CASTINGS & PROPELLERS. 
UPTO 20,000 !bs EACH. 


99 JOHN STREET. NEW YORK. 


CHICAGO. 552 FULTON stReer PHILADELPHIA. ARCADE BUILOING. 
CLEVELAND; 1010 WILLIAMSON BUILDING | BY FFALO;29 ERIE CO.BANK BUILEING 


YOU HAVE THE BEST 
IN THE WORLD 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


SEPTEMBER, 1908. 


International Marine Engineering 


A wire rope list has been published in French and English 
by William Cooke & Company, Ltd., Sheffield, manufacturers 
of every description of bar iron, channel steel for rubber tires 
and wire rope for shipping, mining, etc. 


Metallic packings, steam driers, piston rings, piston valves, 
piston heads, steam traps, etc., are described and illustrated 
in a catalogue issued by Princeps & Company, Sheffield. 
This company makes a variety of packings especially adapted 
for marine use. 


Turning mills, vertical milling machines, boring, drilling 
and milling machines, self-acting planing machines and other 
machine tools are described and illustrated in folders dis- 
tributed by Willock, Reid & Company, Ltd., Glasgow. 


Iron and steel tubes are the subject of an illustrated cata- 
logue published by John Spencer, Ltd., Wednesbury, Staf- 
fordshire. This company makes a specialty of iron and steel 
tubes and fittings of every description for gas, water, steam 
and hydraulic purposes, boiler tubes, compressed air tubes, 
etc. , 


Seamless tubes in steel, copper and brass, for all purposes, 
are described in a 144-page catalogue issued by the British 
Mannesmann Tube Company, Ltd., Salisbury House, London 
Wall, London, E. C. Among the articles for marine use made 
by this firm are boats’ davits, booms, derricks, deck supports, 
floats, gaffs, masts and boiler tubes. : 


“Some Useful Notes on the Installation and Running of 
Marine Motors,” by Ellis A. D. Kish, is a booklet somewhat 
different from ordinary trade literature, published by the 
Ailsa Craig Motor Company, Strand-on-the-Green, Chiswick, 
London, W., a free copy of which will be sent to any of our 
readers upon application. 


“Electric Light and Power Installations” is the title of a 
handsomely illustrated book of 92 pages published by J. H. 
Holmes & Company, Newcastle-on-Tyne. This firm has fur- 
nished the electric light for many well-known steamships and 
yachts during the past twenty-two years. Among them are the 
royal yachts of Spain, Portugal and Siam, the Russian steam- 
ship Snvolensk, the steamship Kent, and many others. 


BUSINESS NOTES 


AMERICA 


J. B. Kane, who has had several years’ experience in the 
factory of the American Steam Gauge & Valve Manufacturing 
Company, of Boston, has been promoted to the position of 
salesman, and will make his headquarters at the New York 
branch of the company mentioned. 


Tur Scuutre & Korrtinc Company, Philadelphia, Pa., 


manufacturer of steam and engineering specialties for power 


plant, chemical and other industries, has opened a branch 
sales office in the Keenan building, Pittsburg, Pa., where it 
is represented by Mr. E. A. Knowlton. The new catalogue, 
which is being distributed in three sections, one section per- 
taining to apparatus for the chemical industry, one to appa- 
ratus for use in power plants, etc., and a general catalogue 
illustrative and descriptive of their entire line, is probably one 
of the most up to date and complete catalogues published by 
any engineering firm, and will be sent on request to those 
interested. 


Tue Parkesspurc Iron Company, Parkesburg, Pa., manu- 
facturer of boiler tubes and charcoal iron skelp, states that 
this company and its predecessor, H. A. Beale & Company, 
have been uninterruptedly making charcoal iron plates and 
skelp since 1866. “All the ability of its officers and the skill 
of its employees through three generations have been devoted 
toward developing and maintaining the highest standard of 
excellence in charcoal iron, with the result that its product, 
which has been used exclusively by the Allison Tube Company 
(later the Allison Department of the National Tube Com- 
pany), and also by most of the tube mills in the United States, 
is conceded to be of the very highest quality and uniformity. 
Probably one-third of the charcoal iron tubes made in this 
country have been made from Parkesburg skelp. In charcoal 
iron, where close oversight and the personal equation of the 
workmen enter so largely, it is felt that the Parkesburg Iron 
Company's forge and skelp mill are most advantageously 
equipped, the raw materials being selected carefully, the pro- 
cess of manufacture being watched continuously, and the daily 
output being accepted only after it has passed successfully 
rigid chemical and physical tests.” 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER | 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORH 


CHICACO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Ba ttimore STREET 
BUFFALO, N. Y., GOO PrRupenTIAL Buitpinc 
PITTSBURGH, PA., 913-915 Liserty AVENUE 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Ho.tsorn Vianuct 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


SEPTEMBER, 1908. 


THE RESULTS OF VIBRATORY TESTS of eight samples of Falls 
hollow stay-bolt iron made by the Falls Hollow Staybolt Com- 
pany, Cuyahoga Falls, Ohio, have been made public. These 
tests were made at the laboratory of Purdue University on 
May 7, 1908. The tension load of each test was 4,000 pounds 
per square inch; the revolutions per minute were 100, and the 
average number otf revolutions to rupture was 9,746. The 
tests were made on an Olsen stay-bolt machine, in accordance 
with the specifications recommended by the committee on 
stay-bolts of the American Society for Testing Materials. 
These specifications include the following: Tensile strength 
not less than 48,0co pounds per square inch; percentage of 
elongation in 8 inches not less than 28; percentage of con- 
traction of area not less than 45; must stand 6,000 revolutions 
when one end is fixed and the other end (8 inches from fixed 
end) is moved in a circle of 3/32-inch radius, while the bolt 
is under the tension load of 4,000 pounds per square inch. 
The bolts were threaded with standard stay-bolt dies, twelve 
threads to the inch. 

SALES OF SMALL Curtis TurRBINES.—The increasing use of 
small Curtis steam turbines is strikingly shown by an in- 
spection of a partial list of turbines under 500-kilowatt ca- 
pacity which, up to the present time, have been installed by 
the General Electric Company, or are under construction. Of the 
570 odd turbines listed, representing a total capacity of about 
37,000 kilowatt, 7 percent are for the export trade. The re- 
mainder are intended for domestic service in central stations, 
marine work, laboratories of educational institutions, power 
and lighting plants for hotels and office buildings, laundries, 
mines, printing establishments and in every branch of manu- 
facturing. It is interesting to note the widely different indus- 
tries in which small Curtis steam turbines are used. Among 
the list are woodworking plants, foundries, iron and steel 
mills, distilleries, chemical plants, ice plants, textile mills, 
breweries, tanneries, flour mills, shoe factories, paper mills, 
machine shops, textile mills, and ammunition manutactur- 
ing plants. Turbines for train lighting are finding a 
ready market and it is interesting to note that the lead- 
ing railroads are using this method of train illumination. 
The 
driving fire pumps, in which capacity they have been very satis- 
factory. On board ship where a compact generating unit is 
required, small turbine-lighting sets are also rapidly coming 
into favor. 


ROBERT BELDAM'’S ALI. 


PATENT METALLIC 


A.1. “ LASCAR” Packings for H.P., I.P., 
and Low Pressures are an absolute 
Preventative of ‘‘ Scored Rods.” 


ECONOMICAL AND 
EFFICIENT. 


Estimates given for every 
description of Boiler Coverings. 


If you are dissatisfied with the 
Packings you are now using, write 
to the undermentioned address for 
Samples and Quotations. 


latest application of moderate-size Curtis turbines is for 


SHELBY SEAMLESS STEEL TuBsinc.—That the product known 
as the Shelby seamless steel tubing has been used for hun- 
dreds of different purposes is a well-known fact, but perhaps 
nothing illustrates its adaptability to different uses so strik- 
ingly as the articles shown in a photograph the National Tube 
Company is distributing. These articles, which form a com- 
plete lunch set, are selected from the individual pieces which 
formed a portion of a large set manufactured for use at a 
banquet given sometime ago to the officers of the National 
Tube Company, Pittsburg, Penn. , manufacturers of the Shelby 
seamless steel tube. The dishes were formed, not cast, and it 
will be observed that this material may be hammered flat, as 
shown in the knife blade and spoon handle; curved in or out, 
as in the plate and spoon bowl; left in its original form, as in 
the napkin ring; expanded at one end to several times its 
original diameter, as in the goblet; or formed into a bell. The 
manufacturers claim that material which is capable of being 
shaped in this manner is eminently suitable for use in boiler 
tubes. 


THE MAIN OFFICES of the Bird-Archer Company have been 
moved to the twenty-second floor of the West Street Build- 
ing, New York City. The new offices contain more than four 
times the floor space of the former seven-room offices. This 
quadrupling of floor space, made necessary by an unexpectedly 
large increase in business during the short time in which the 
company has occupied the present offices, speaks well for Bird- 
Archer products and Bird-Archer business enterprise. It will 
interest progressive manufacturers to know that the Bird- 
Archer Company did not recall its sales forces or retrench in 
any way during recent business depression, and that this con- 
tinued activity resulted in a practically normal American trade, 
and an export trade which continued brisk without interrup- 
tion. The demand for boiler compounds in the Orient es- 
pecially seems to,be very promising, as the Bird-Archer Com- 
pany now sends out its Asian shipments in five-car lots. These 
are usually consigned to Pacific Coast agents who reship to 
the foreign agents and customers. Mr. P. B. Bird, president 
of the company, also expresses the opinion that American in- 
dustry must be active in Cuba, as the demand for their boiler 
compounds on the island has grown beyond all prophecies. 

The Bird-Archer Company now has offices or representa- 
tives in every city of importance in the country, and also has 
agents located all over the civilized world. 


‘LASCAR PACKING. 


= => SS==== 


* MANUFACTURER OF 


ASBESTOS & RUBBER GOODS 


OF EVERY DESCRIPTION. 


CIRCULATING AND BALLAST PUMP VALVES 
A SPECIALITY. 


Contractors to the Admiralty, also the British, Colonial, and 
Foreign Governments. 


[Ss SE 


All Communications to 


ROBERT BELDAM, 79, MARK LANE, LONDON, E.C. 


JI.&E.HALL Lta." 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


maKERS oF CARBONIC ANHYDRIDE (CO.,) 


REFRIGERATING MACHINERY 


REPEAT 


HAMBURG AMERICAN LINE 60 P. & O. STEAM NAV. Co. 33 


INSTALLATIONS SUPPLIED TO 


HOULDER LINE, Ltd. 13 


UNION CASTLE MAIL S.S. Co. 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Co. 48 CHARGEURS REUNIS 25 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 45 TYSER LINE 16 CANADIAN PACIFIC Ry. 12 
@ etc., etc. % 
12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


SEPTEMBER, 1908. 


THE MAKING, BENDING. 
AND CARE OF SAILS 


By ADRIAN WILSON, of Wilson & Silsby. 


“While we have made it a point for years to 
say as little as possible about the cut and 
making of American racing canvas, we believe 
the time has come when the protection of our 
interests makes it necessary that we put some- 
thing into the hands of our customers that 
shall give them an intelligent understanding 
of why we do certain things, and shall help 
them to carry out, in the use of their sails, 
the work begun in the sail loft.” 


This is a paper-bound reprint of the articles by 
Mr. Wilson, which have recently appeared in 
INTERNATIONAL MARINE ENGINEERING. ‘The 
pamphlet consists of fifteen printed pages, 
12 x 9, with 38 illustrations. 


PRICE, 50 CENTS 


FOR SALE BY 


WILSON & SILSBY, Rowe’s Wharf, Boston, Mass. 


AND BY 


International Marine Engineering 
17 Battery Place, New York 


so) a a 5 Se ea aay 


THE PHOSPHOR— 
 —BRONZE CO. LTD. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 
‘““Cog Wheel Brand’ and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


*‘Cog Wheel Brand.’”’ The best qualities made. 


WHITE ANTI-FRICTION METALS : 
PLASTIC WHITE METAL. 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


““Vulcan Brand.’’ Nine Grades. 


6 
PHOSPHOR” WHITE LINING METAL. 
Fully equal to Best White Brass No 2, for 
lining Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. 


Cheaper than any Babbitt’s, and equal to best 
Magnolia Metal. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 


Telephone No.: 
557, Hop. 


Telegraphic Address: 
**PHOSBRONZE, LONDON.” 


International Marine Engineering 


THE DELAWARE MARINE SuPPLY MANUFACTURING COMPANY, 
Wilmington, Del., has recently received an order for supply- 
ing all airports and deck lights for the United States torpedo 
boat destroyers now building. 


THE ProvIDENCE STOCKLESS ANCHOR.—This is said to be an 
improved anchor combining the stockless and mushroom fea- 
tures in one. It is suitable for the smallest skiff or the largest 
vessel. The claim is made that it can never foul, and that 
the angle of movement between the flukes and the shank is 
greater than in any other anchor. This anchor is made by the 
American Ship Windlass Company, Providence, R. I. 


THE “VIXEN” MILLING FILE, made by the National File & 
Tool Company, the Bourse, Philadelphia, is claimed by the 
manufacturer to be an invention ranking with the twist drill 
and the milling cutter. It is claimed that this file cuts from 
300 to 500 percent faster than anordinary file and with less 
effort; that it will work an greased or oily surfaces; that it is 
self-clearing, even on soft metals; and that it will cut steel or 
iron, and combinations of wood and metal. 


Tue INDEPENDENT PNEUMATIC Toot Company, First Na- 
tional Bank building, Chicago, has appointed H. W. Petrie, 
Ltd., 131 Front street West, Toronto; 22 Victoria Square, 
Montreal, and Vancouver, B. C., exclusive agents in Canada 
for the sale of Thor pneumatic tools and appliances. These 
agents will carry in their various stores a complete stock of 
Thor tools and appliances, and will therefore be able to make 
immediate delivery. 

Tue H. W. Jouns-MANviLLE Company, 100 William street, 
New York, will open a branch in Detroit, at No. 72 Jefferson 
avenue, under the management of Willard K. Bush. Mr. 
Bush is well and favorably known throughout that section of 
the country, having been connected with the Milwaukee 
branch of the company for a number of years. —The company 
will carry a complete stock of goods at the Detroit branch, 
so that shipments can ordinarily be made direct from Detroit 
stock. 

SAWDOLET FOR Suips’ FLloors.—Mr. C. Clemente, 1722 Ore- 
gon avenue, Cleveland, Ohio, the inventor and manufacturer 
of Sawdolet, has secured contracts to install the flooring on 
the bulk freighters John Dunn, Jr., J. H. H. Brown, the car 
ferry colliers Marquette and Bessemer No. 2, on the hospital 
ship now building for the Department of Atlantic Charities, 
New York City, and has contracts pending for several other 
installations. It is claimed for Sawdolet that it is monolithic, 
impervious to fire, water and dust, and easily and inexpen- 
sively cleaned. 

THE Brirp-ARCHER CoMPANY, 90 West street, New York 
City, announces that the increased demand for its boiler 
compound has necessitated appointing representatives as fol- 
lows: Chicago, the Golden Rule Oil Company, 171 Washing- 
ton street; Baltimore, the Maryland Railway & Electric 
Supply Company, 604 Continental building. The Philadelphia 
office of the Bird-Archer Company has been moved from 56 
North Delaware avenue to 119 South Fourth street. 


NicHoLtson Suip Loc SAres.—Barrett & Lawrence, Eastern 
agents of the Nicholson Ship Log Company, 662 Bullitt build- 
ing, Philadelphia, have received orders from the Quarter- 
master-General, United States army, for two No. r logs, to be 
installed in the transports Sheridan and Kilpatrick. Messrs. 
Barrett & Lawrence are now equipping. the new cruisers 
Salem, Chester and Birmingham with the Nicholson log, and 
have been requested to furnish proposals for equipping the 
battleships Idaho and Mississippi. 

How to INcrEAse Towinc Prorits.—The American Ship 
Windlass Company, Providence, R. I., states that by using a 
Shaw & Spiegle patent automatic steam towing machine and 
steel hawsers, the cost of manilla hawsers saved during the 
life of one steel hawser will generally pay for the towing 
machine, which is the only one adopted by the United States 
government, and-the only one ever used for towing oil barges 
across the Atlantic and around Cape Horn from New York to 
San Francisco. 

Om Frrinc on THE BAttriresuHies North Dakota anv Dela- 
qare.—IThe Schuette & Koerting Company, 12th and Thomp- 
son streets, Philadelphia, has contracted with the United 
States Navy Department to equip the battleship North Dakota, 
now building at the Fore River Shipbuilding Company’s yard, 
and the Delaware, which the Newport News Shipbuilding & 
Dry Dock Company is building, with the Koerting patent oil- 
firing system. This system is in successful use in the German 
and English navies, the new British ships of the Dreadnought 
class being thus equipped. A catalogue and full description 
of the system may be obtained upon application to the manu- 
facturers. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering SEPTEMBER, 1908. 


3, (C, 

C. S. Kiesstinc, who has been employed in the general 
offices of the American Steam Gauge & Valve Manufacturing 
Company, of Boston, for several years, has been transferred to 
the Chicago office, and will have charge of the order depart- 
ment. 


San Francisco, Cal., and 8 White street, Moorfields, London, 
PIPE BENDING MACHINE 


FREE—A LARGE CAN OF GREASE, AN ENGINEER’S CAP and a fine 
brass grease cup. These articles will be sent absolutely with- 
out charge to any engineer who will fill out and mail to the 
Keystone Lubricating Company, Philadelphia, Pa., the coupon 
appearing in the company’s advertisement in this issue of 
INTERNATIONAL MARINE ENGINEERING On the front cover. 


LAcLEDE-CHristy Cray Propucts Company, St. Louis, Mo., 
has acquired the business, property and good will of the 
Jamieson French Fire Clay Company, Lake Junction, St. 
Louis County, Mo. Mr. H. K. Lackland, formerly secretary 
and general manager of the latter company, will be associated 
with the Laclede-Christy Company as manager of its high- 
grade clay department. 


PORTABLE PIPE- @ENDING MACHINE, OPERATED BY. STEAM OR COMPRESSED AIR 


Tue PirrspurG STEEL Supply Company has recently been 
appointed agents for the Pittsburg district, representing the 
American Steam Gauge & Valve Manufacturing Company, 
Boston, Mass. The officers of the Pittsburg Steel Supply 
Company are all experienced men and have a thorough knowl- 
edge of the requirements of the manufacturing concerns 
throughout greater Pittsburg. 


OPERATED BY STEAM OR COMPRESSED AIR 


WILL MAKE A RIGHT ANGLE BEND IN 2" PIPE 
IN 2 MINUTES 


This pneumatically operated machine bends cold pipes to 
the desired radius without filling and heating and it neither 
flattens nor injures the work in any way. Capacity is for 
pipe from 3" to 25" diameter, in any standard radius. Special 
dies can be had to- order. 


ScuHurte & Korrtinc Company, Twelfth and Thompson 
streets, Philadelphia, Pa., announce that in order to meet the 
demands of engineers it has fitted the company’s extra heavy 
hard bronze valves with renewable seats, made of superior 
hard bronze, which will be supplied at low cost. These valves 
are made extra heavy for pressures up to 250 pounds. Those 
interested should write for a catalogue. 


H. B. UNDERWOOD & CO. 


1021 Hamilton Street PHILADELPHIA, PA. 


HoIstING MACHINERY is made by the Brown Hoisting 
Machinery Company, Cleveland, Ohio. “We make a specialty 
of machinery for the rapid and economical handling of 
coal, coke, etc, and have equipped a great many gas and 
electric light.companies’ plants with machinery for this pur- 
pose. A few illustrations will be found in the company’s 
catalogue showing some of the types of machines we 
have supplied. The well-known ‘Brownhoist’ fast plants 
for unloading directly from boats, the unloading and storine 
bridges, electric man-riding grab-bucket trolleys, overhead 
trav eling cranes, etc., are in use at many of the largest plants 
in this country. The ‘Brownhoist’ locomotive grab-bucket 
crane is a splendid tool for most plants, and we wish to call 
special attention to its possibilities. Not only can these cranes 
be used to unload or rehandle coal or coke, but they can be 
used with a bottom block in the handling of miscellaneous 
loads. The cranes can also be used to switch cars around 
the yard. We also make a specialty of coke pushers, coal and 
coke storage bins, grab buckets, larries and automatic dump- 
ing tubs. This pamphlet is simply to bring our machinery to 
your attention, and we ask that you write us for full informa- 
tion on any type of machine that you may be interested in. 
We should like to submit plans and specifications on machines 
best suited for existing conditions, and will be pleased to 
do so upon receipt of request.” 


Tue SmoorH-ON MANUFACTURING CoMPANY, 572 Com- 
munipaw avenue, Jersey City, N. J., has opened offices at 61 
North Jefferson street, Chicago, Ill.; 20 Sacramento street, POR ] ABLE 


Automatically 
8 Protected 

H Against 

# Smash-ups 
From 

m ‘‘Doses’’ 

/ of Water 


STEAM 


“ENGINES 


a A 


NOT an Oil Cup on the 
Engine 

NOT Splash Oiling 

NOT Forced Lubrication], 


HOW THER? 


Write for, Book No. 232 
M. E., giving full 
description 


AMERICAN 
BLOWER 
COMPANY 


Detroit, Mich. 
ENGINEERS 
AND 


MANUFAC- 
TURERS 


OVER 33 
WATTS PER 
POUND 
HOW'S THAT 
for CAPACITY 


a CAN'T BE 
BEAT FOR 
ELECTRIC 
| LIGHTING 
ABOARD SHIP 


MARINE 


GAS PRODUCERS 


For any make of FOUR CYCLE ENGINE. 
Uses small anthracite coal. 


In sizes from 17 to 100 H.P. 


THE MARINE GAS PRODUCER CO. 


941 EXCHANCE BLDC. BOSTON, MASS. 


ENGINE 
PATENTED 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


SEPTEMBER, 1908. 


BUSINESS NOTES 


GREAT BRITAIN 


Tue Suez Canat.—The draft of ships which can pass 
through the Suez Canal was raised at the commencement of 
the year to 28 feet 6 inches; in four or five years it will be 
further increased to 37 feet. The width of the canal will also 
be carried to 148 feet. The transit revenue,of the Suez 
Canal Company declined in the first five months of this year 
to 1,860,097/., as compared with 1,980,0or/. in the corresponding 
five months of 1907. 

TriAL Trip OF THE PASSENGER AND Fruit STEAMER 
Cartago.—This steamer left Belfast harbor and, after a short 
cruise in the Lough for adjustment of compasses, proceeded 
to Glasgow to take on board bunker coals and stores, then 
steamed down the Clyde to undergo speed trials on the Skel- 
morlie measured mile course, and between the Cloch and 
Cumbrae lights. The trials consisted of a series of runs over the 
measured course, and extended runs between the lights. The 
auxiliary machinery was also tested, and under all conditions 
the vessel and her equipment gave the utmost satisfaction to 
all concerned, an average speed of 1434 knots having been at- 
tained. The Cartago is the first of a trio of steamers being 
built and engined by Messrs. Workman Clark & Co., Ltd., for 
the Tropical Fruit Steamship Company, Ltd., Glasgow. 

Launcu or New Rep Srar Liner Lapland.—The launch of 
the steel screw steamer Lapland, which took place at Belfast, 
is an event of considerable importance to shipping and inter- 
national commerce. The Lapland, the latest and most notable 
addition to the Red Star Line, has been constructed at Messrs. 
Harland & Wolff's yard. She will be by far the largest vessel 
sailing under the Belgian flag, being over 620 feet long by 70 
feet beam, and 50 feet deep. Her tonnage will be about 18,- 
000, and displacement about 30,000. The vessel is being built 
in accordance with the requirements of the British Board of 
Trade and the American and Belgian laws for passenger ves- 
sels. The Lapland is designed to carry a large quantity of 
cargo, and a large number of passengers—first, second and 
third class—for all of whom accommodation on the most ap- 
proved principles will be provided—in fact, the new vessel in 
every respect will represent the highest excellence of the ship- 
builder’s art. 


TrraAL Trip or A TRUNK StEAMER—The steamship Leeds 
City, built by Messrs. Ropner & Sons, Ltd., of Stockton-on- 
Tees, recently made her official trial trip in the Tees Bay. The 
steamer has been built to the order of Messrs. W. R. Smith 
& Son, Cardiff, and is fitted with the builders’ patent improved 
trunk deck. . She has been built to the highest class in the 
British Corporation Registry. The vessel is 370 feet in length, 
and has a deadweight carrying capacity of about 7,200 tons. 
Her outfit is thoroughly up-to-date, and includes stockless 
anchors, quick-warping steam windlass, steam steering gear 
amidships, and powerful screw gear aft, whilst she is particu- 
larly well equipped with derricks and winches of the most 
modern type in order to facilitate the loading and discharging 
of cargoes. The accommodation for captain and officers is 
provided for at the after end of trunk, the engineers being 
housed amidships, and the screw in the forecastle as usual. 
Her engines are of the triple expansion type of about 1,850 in- 
dicated horsepower, by Messrs. Blair & Coy, Ltd., of Stock- 
ton. The vessel has been built under the superintendence of 
the managing owner, Mr. W. R. Smith, and the commander, 
Captain W. Story, and on trial she behaved herself in a thor- 
oughly satisfactory manner. 


Poe Saas 


GRAPHITE PAINTS 


The Life Preservers 


of Iron and Steel. | 


GRAPHITE PIPE JOINT PASTE | 


Makes Perfect Joints 
and Prevents Corrosion. 


Free SAMPLE ON APPLICATION To 


112, WESTMINSTER BRIDCE ROAD, LONDON. 


LEE eee 


Silley’s Patent Smoke Box Door 


International Marine Engineering 


MARINE SOCIETIES. 


AMERICA. 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. ; 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
56 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
68 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 


NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 
First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 


ash. 
Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 
Third Vice-President—Charles N. Vosburgh, 6323 Patton St., New 
Orleans, La. : 
Secretary—Albert L. Jones, 289 Champlain St., Detroit, Bae 
ic 


Treasurer—John Henry, 315 South Sixth St., Saginaw, 


ADVISORY BOARD. 


Chairman—Wnm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


LustROGEN is the name of an aluminum paint put on the 
market by Messrs. Clemens, Marshall & Carbert, of Hunslet 
Road, Leeds, and which is not affected by sea water, atmos- 
pheric influence, grease, or petrol. It has been stoved to an 
enormous degree without effect. It does not turn black, and 
on either outside or inside work retains its brilliancy indefi- 
nitely. Has an enormous covering capacity—between goo and 
1,000 square feet to the gallon—thus making the expense to the 
user very small: It dries very quickly, and is perfectly hard 
when dry. For heating installations, radiators, gas stoves, 
steam pipes, fire stoves, etc., “Lustrogen” is said to be the best 
paint for protection and decorative effect combined. Forming 
a very thin métallic coating it throws off the maximum heat, 
which is a very important matter in large installations. 


SPECIFY 


FASTENINGS 


4,000 Fitted During 1906-7 


Including 


LUSITANIA and MAURETANIA 


W. CARLILE WALLACE 
15-25 Whitehall Street 
NEW YORK 


SILLEY, WEIR CO., Ltd. 
155 Fenchurch Street 
LONDON, ENGLAND 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Encine Picings International Marine Engineering SEPTEMBER, 1908. 


RAINBOW PACKING 


CAN'T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 


ECONOMICAL 
RELIABLE 


Will hold the 
highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 
PacKing. For high or low pressure steam the Peerless is head 
and shoulders above all other packings. The celebrated Peerless 
Piston and Valve Rod PacHKing has many imitators, but 
no competitors. Don't wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and;88 Chambers Street, New York 


Detroit, Mich.—16-24 Woodward Ave. Kansas City, Mo.—1221-1223 Union Ave. Vancouver, B. €.—Carral & Alexander Sts. 
Chicago, I1].—202-210 South Water St. Seattle, Wash.—Railroad Way. & Occidental Richmond, Va.—Cor. Ninth and Cary Sts. 
Pittsburg, Pa.— 425-427 First Ave. Ave. Waco, Texas—709-711 Austin Ave. 
San Francisco, Cal.—131-153 Kansas St. Philadelphia, Pa.—220 South Fifth St. Syracuse, N. Y.—212-214 South Clinton St. 
New Orleans, La.—Cor. Common & Tchoup- Louisville. Ky.—111-121 West Main St. Boston, Mass.—110 Federal St. 

itoulas Sts. Indianapolis, Ind.—16-18 South Capitol Ave. Buffalo, N. Y.—3879 Washington St. 
Atlanta, Ga.,—7-9 South Broad 8t. Omaha, Neb.—1218 Farnam St. Rochester, N. Y.—55 East Main St. 
Houstone Hex us en ia Nn J Rub Denver, Col.—1621-16389 17th St. Los Angeles, Cal.—115 South Los Angeles St. 

ole European Depot—Anglo-American Rub- a = Rts ea 7 : 

ber Co. Ltd. 58 Holborn Viaduct, FOREIGN DEPOTS Maia ae 

London, B. C. Johannesburg, South Africa—2427 Mercan- Copenhagen, Den.—Frederiksholms, Kanal 6. 
Varis, France—76 Ave. de la Republique. tile Building. Sydney, Australia—270 George St. 


16 
When writing to advertisers, please mention’ INTERNATIONAL MARINE ENGINEERING. 


October, 1908. International Marine Engineering 


TRADE PUBLICATIONS. “Electric Heating” is the title of an illustrated catalogue 
of 120 pages published by the Simplex Electric Heating Com- 
AMERICA pany, Cambridge, Mass. The compactness avd simplicity of 
this company’s heating devices render them especially useful 
on board ship. The Simplex stateroom radiator is made for 
any voltage to order up to 250, and the statement is made that 
because of the constant dampness the enamel insulation which 
seals the resistance prevents the destructive results sure to 
follow any other form of construction. The company fully 
guarantees these radiators, and states that it has had hundreds 
One of the handsomest publications we have ever seen | in constant service on board ship for several years, but has 
is Appliances for Manipulating Life Boats on Sea-Going | never been called upon to replace or repair any. 


The Massachusetts Fan Company, Watertown, Mass., has 
issued an attractive booklet entitled “Davidson Ventilating 
Fans.” The booklet describes pulley fans and many types of 
electric fans driven by standard motors of various makes. 
These are applicable for the economical movement of large 
volumes of air at moderate pressures, 


Vessels. This yolume has just been published by®*the Welin Franklin air compressors are described in illustrated cata- 
Quadrant Davit Company, 17 Battery Place, New York City. | logue 26, published by the Chicago Pneumatic Tool Company, 
The book is leather-bound and there are nearly 200 pages. | Fisher building, Chicago, Ill. “Franklin compressors when 


14 by 10. The yolume is profusely illustrated with nearly 140 first introduced, about eight years ago, at once found favor 
lithographs, many of them being full-page illustrations of | among users of compressed air because of their sound de- 
well-known vessels belonging to the merchant marine and | sign massive yet graceful proportions, and the exceptionally 
navies of various countries, all of which have been fitted | high engineering plane upon which their lines were based. 
with the Welin quadrant dayits. Nearly 200 vessels are From the outset these machines ‘took an established place, a 
equipped with these davits at the present time. The principal | step in advance of older machines of their class, and marked 
requirements of an ideal system of davits are: First, the boat | a new era in the production of highly efficient air-compressing 
must in ,all circumstances and in every position be under machinery. In their design we have combined correct 
control; second, a moderate list of the ship must not prevent mechanical practice with the most recently developed 
or appreciably retard the manipulation of the boat; third, the | knowledge of the principles of air compression. In general, 
niechanism must be of the simplest possible nature, with all we have followed the most approved steam engine practice, 


of its parts easy of access; fourth, the manner of manipu- | working along original lines only in details vital to economical 
lating the davits must be such as to preclude any necessity for | air compression, avoiding any tendency to complicated 
expert training and all possibility of confusion in cases of mechanism, but providing unequalled strength and endurance. 
accident; sixth, cost. weight and deck space occupied are all | These compressors are built in over one hundred sizes and 
matters which must be taken into account. The Welin quad- | ctyles, suitable for operating pneumatic chipping, calking, 


rant dayit, according to the claims of the manufacturer, who, riveting and stone-cutting hammers, drills, reamers, sand ram- 
judging from the numerous testimonials from well-known mers, wood-boring machines, flue cutters, painting machines, 
shipping companies, is justified in his claims, meets all the straight lift and motor hoist, stone surfacing machines, and all 
above-mentioned requirements. This dayit is minutely de- classes of compressed air equipment in machine shops boiler 
scribed and illustrated in this yolume, and a complete history shops, railroad shops, shipyards, stoneyards and in bridge and 
of the numerous types of davits which have been invented building construction work pumping natural or artificial gas, 
from time to time is also given and is illustrated with a large driving rock drills, coal cutters, pumps, locomotives, hoisting 


number of diagrams. Among the handsome full-page litho- engines and other machinery in mines, tunnels and quarries; 
graphs are illustrations of R. M. S. Cedric, the Dutch battle- operating railway signals, testing and charging air-brake 
ship Tromp, S. S. Venezia, S. S. Konig Wilhelm II., S. S. equipment, sinking caissons, displacing and agitating chemicals, 
La Provence, turbine S. S. Maheno, turbine S. S. Viper, S. pumping water by compressed air, and for every other purpose 
S. Londonderry, S. S. Princesse Elizabeth. in which compressed air is employed.” : 


SSS Sn eeeeeene9 


C. E. HEINKE & CO. 


ESTABLISHED 1828. 


87, 88 & 89, Grange Road, 
Bermondsey, London, S.E. 


Manufacturers 
of Every 
Description of 


DIVING APPARATUS 


For Naval, Harbour, Dock, 
Salvage Works, Pearl and 
Sponge Fisheries. - - - 


| 
i 


TT: ll 


PATENT SUBMARINE TELEPHONES, 
ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ AGS 
Codes.—A.B.G. 4th & &th Editions. Photo by D. W. Noakes, Esa., Engineer, Greemwich, 


Telephone-1998 HOP. DIVER STEPPING ON LADDER TO DESCEND. 
=> 


7 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


Bulletin 159 of the engineering series published by the 
B. F. Sturtevant Company, Hyde Park, Mass., is devoted to 
the description of type H electric motors, which are designed 
especially for direct connection with Sturtevant blowers and 
exhausters. They are of the four-pole type, and are said to 
have operating characteristics which insure their fulfilling the 
requirements of modern service with a minimum of repairs 
and attention. They are made open, semi-enclosed, or en- 
closed, according to the conditions of installation. 


The Parmelee pipe wrench, made by the Parmelee Wrench 
Company, Chicago, Ill., is said by the manufacturer to present 
only a smooth bearing to the pipe, gripping it with equal pres- 
sure all around, taking positive hold when force is applied to 
the handle. The greater the power the stronger the grip. It 
is said to hold oily or galvanized pipe and smooth rods with- 
out slipping, and it is claimed that it will not scratch the 
finest nickel-plated tubing; that it will make or break the 
tightest steam or ammonia joint without chewing or crushing 
the pipe, remove the most stubborn close nipple without in- 
juring the threads, and that it can be operated easily in coils 
or other close quarters where space is limited. A testimonial 
of a well-known water-tube boiler company states, “We can 
easily turn pipes spaced so closely that no other wrench could 
possibly be used, and the fact that they grip immediately 
without slipping makes it possible to pull up the pipe in the 
closest corners.” 


The White Star oil filter, made by the Vandyck, Churchill 


AND INSTRUMENTS OF PRECISION 


are described in our 232-page .catalogue, No. 18-L. 
This is a very complete and fully illustrated book, and a 
copy should be in the hands of every user of such in- 
struments. Many new tools are shown by the more than 
300 illustrations, and some additions to sizes of former 
tools have been made. A number of improvements. in 
design will be noticed, and several more pages of useful 
tables are given than in earlier editions of the catalogue. 
There are a few changes in prices. The arrangement has 
been carefully revised, every tool indexed both by name 
and number, and no pains have been spared to make this 
the most complete, handiest, and most attractive tool 
catalogue ever issued. A glance at the table of contents 
will indicate its wide scope. Among the many instru- 


Octoser, 1908. 


5, 


Company, 91 Liberty street, New York, is described by the 
manufacturer as follows: “The White Star oil filter is an 
inexpensive device of high efficiency for purifying used-oil 
from machinery bearings so that it may be fed again to the 
rubbing surfaces and thus be used over and over until actually 
worn out in the work of lubrication. Usually more than half, 
and often from 75 to 90 percent of the oil fed to bearings, 
passes through and escapes with the oily drips, going entirely 
to waste unless a White Star filter be provided for reclaiming 
the good oil from the water and dirty residue. In any power 
plant, small or large, the oil bill is an important item of ex- 
pense. In even the smallest plant, therefore, a reduction of 
50 percent or more in this item is an economy of no mean 
proportion; in the larger plants it mounts to high totals in 
dollars of monthly and annual savings. The essential re- 
quirements for a thoroughly good oil filter are that it be: 1, 
rapid in action; 2, simple in operation; 3, ample in capacity; 
4, perfect in performance; 5, easy to clean; 6, cheaply main- 
tained; 7, substantial in construction; 8, attractive in appear- 
ance; 9, readily installed; to, reasonable in cost. This decalog 
-of virtue in oil filtration the White Star filter observes with 
utmost exactitude—in both manner and method far excelling 
any other apparatus ever offered for similar service.” 


ments of which this company makes a specialty are cali- 
pers and dividers of all sorts, center punches, gages of 
every description, micrometers, rules and squares of all 
kinds, steel tapes, and, in fact, almost every kind of in- 
strument of precision. Every tool sent out by us is war- 
ranted to be accurate. If, by chance, any tool should 
prove to' be defective in material or workmanship, it will 
be immediately replaced. 


FREE UPON REQUEST 


THE L. S. STARRETT CO. 


ATHOL, MASS., U.S.A. 


POWELL UNION 
COMPOSITE DISC VALVE 


It will pay you to read = 
and digest this de- 
criptive construction 
of a most Superior 
Valve. 


The Consolidated pop safety valve, Board of Trade, 
marine type, is described in an illustrated catalogue published 
by the manufacturer, the Consolidated Safety Valve Com- 
pany, 85 Liberty street, New York City. “Combining new 
features developed by the high-duty demands of modern 
boiler practice with those fundamental principles of construc- 
tion which made this, the original pop safety valve, famous, 
we present a valve which marks a long step in advance of any 
previously placed upon the market. The changes in design 
embodied in this valve are results of our experience, which 
is that of the greatest producers of safety valves in the world. 
They are the culmination of a prolonged series of tests which 
have proven every one of the changes made a distinct im- 
provement. The new form of construction of this valve gives 
it a much greater relieving capacity than that of any other 
valve ever produced. Comparative tests have proven it to 
possess an advantage. in this respect, over all other makes of 
the same size, ranging as high as 350 percent. Consequently 
no other valve of similar size will render the service of a 
Consolidated valve, and the Consolidated will show a relieving 
capacity which other makes cannot equal save with consider- 
ably larger sizes of valves. This proves that a pop safety 
valve should not be purchased on the basis of its valve area 
alone, but that consideration should be given to the amount 
of lift provided for the feather (or disk); and more im- 
portant still, to the liability of failure to maintain the re- 
quired lift when the valve is in action, due to its faulty 
design or construction. The amount of steam released de- 
termines the capacity of a.valve; the methods employed in 
releasing the steam govern its reliability. The superior re- 
lieving capacity of the Consolidated is due to the fact that its 
sustained lift is much greater than that of any other valve 
made. The high sustained lift of the Consolidated allows for 
the passing through of a much greater volume of steam than 
is possible with the construction of any other valve of cor- 
responding size.” 


The patent ground joint 
connection between the 
faces of the body neck and 
bonnet, and the clamping 
of the two by the first large 
Hexagon Swivel Nut, as- 
sures absolutely all possi- 
bility of a Blow-off; plenty 
of strength and metal at 
that point. You don’t 
need red lead to make it 
steam tight after you have 
taken it apart for in- 
spection or repairs, the 
steam doesn’t reach 
the threads. 


Lots of other good points 
particularly explained \n our 
Union Disc Booklet. Write 
for it—it’s worth your time 
.and a postal to keep posted, 
if for nothing else. 

Specify Powell to your 
jobber, and insist on getting 
what you specify. 


Look for the Name— 


THE WM. POWELL CO., °™%SUyyAT* 


Philadelphia—518 Arch Street 
Boston — 239-245 Causeway Street 


New York, 254 Canal Street 


8 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. * 


OcroseR, 1908. International Marine Engineering 


All Change Does Not Mean Progress, 
But all Progress Means Change 


\2 you are only familiar with oil and grease lubrication, 
well—look out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease ? 
Hundreds of successful engineers testify that it lessens 
friction, prevents cutting, saves lubricant. Can you 
answer this question from “ first-hand” experience ? 


Write for free booklet 58-C and a sample. 


JOSEPH DIXON CRUCIBLE CO. 


Jersey City, N. J. 


The Nicholson Speed Indicator 


shows the speed of motor boats and yachts It can be 
easily installed in the cabin or cockpit of any boat 
Send for circular describing this instrument. 
NICHOLSON SHIP LOG CO., Cleveland, Ohio 
Pastern Agents, Barrett & Lawrence, 
662 Bullitt Building, Philadelphia, Pa. 
Pacific Coast Agent, C P. Nicholson, 
82 Market Street, San Francisco, Cal. 


The only 4 ets when com- 
Vibration- Aes & pared with 
Proof Electric ' Etat =f) heaters not 
Thermostat #rory a regulated. 
In existence. | pe. ee i §='This is prov- 


Will abso- 


en by records 
lutely main- 


2 i @ taken on 
tain accurate |@ SE > ieerrid of 


Day and 
Night Tem- 
peratures in 
electrically 
heated rooms. 
It saves from 7. yc 
40 to 50% ‘exe to anyone 


of current A ediied Te interested. 


modern trans- 
Atlantic 
liners. We 
will submit 
these records 


Mechanism of Thermostat 


GEISSINGER REGULATOR CO. 


203 GREENWICH ST., NEW YORK CITY 


9 
When writing to advertisers, please mention 


“Helps—Don’ts for All Who Grind” is a pamphlet pub- 
lished by Norton Company, Worcester, Mass., telling how to 
select a grinding wheel, how to mount it, true it, what speed 
to use, and in addition many valuable general suggestions. 


The fourth chapter of the article by W. H. Wakeman, on 
“Preventing Corrosion of Steel Machinery,’ is published in 
the August issue of Graphite, issued by the Joseph Dixon 
Crucible Company, Jersey City, N. J. This chapter deals 
especially with pumps. Back numbers of this series can be 
supplied to all interested upon application to the company. 


The vertical self-oiling steam engines made by the 
American Blower Company, Detroit, Mich., are described and 
illustrated in book No. 232 M. E., a free copy of which will 
be sent to any reader mentioning this magazine. There are 
no oil cups on this engine, no splash oiling, and no forced 
lubricating. The engine is said to be automatically protected 
from smash-ups from “doses” of water, and the claim is made 
that it is the best engine on the market for electric lighting 
on board ship. 


Portable heaters are described in a handsomely illustrated 
catalogue issued by the Rockwell Furnace Company, 26 Cort- 
landt street. New York. Crank expansion for taking out and 
replacing pins in engine work (a straight 8-inch pin, tight fit, 
has been replaced in one hour), and heating hubs of propellers 
to loosen them are among the uses of these heaters, and 
stern posts and shoes distorted can be heated and straightened 
without removing. Plates that buckle in construction work 
are easily adjusted with a little heat at the buckling point. 
A 14-inch shaft has been sufficiently heated for straightening 
with two burners in two hours. 


The Weston instruments, alternating and direct-current 
types, are described in an illustrated booklet published by the 
Weston Electric Instrument Company, Waverly Park, N. J. 
Part I. of this booklet deals with the Weston alternating- 
current voltmeters and ammeters, models 151 and 156, and 
Part II. with the Weston portable alternating-current volt- 
meters, ammeters and milli-ammeters, models 155. The 
statement is made that this company’s portable instruments 
are standard the world over, and that their laboratory and 
stationary voltmeters and ammeters are unsurpassed for ex- 
treme accuracy and lowest consumption of energy. 


Boring mills are described in a catalogue issued by the 
Niles-Bement-Pond Company, 111 Broadway, New York. 
This catalogue is printed and illustrated in the same hand- 
some style as all catalogues issued by the company, and is full 
of such excellent half-tones that further ‘description of the 
machines illustrated is almost unnecessary. The company has 
had fifty years’ experience in building boring mills, and in- 
corporates many minor points which it is impossible to cover 
in specifications, ‘but which add much to the value of a 
machine. The company has designed a special line of tire 
mills for turning locomotive and car wheel tires. Besides 
being applicable to tire work, these mills can be used to ad- 
vantage in any shop where the requirements are especially 
severe. 

Indicators are described and illustrated in a catalogue pub- 
lished by the American Steam Gauge & Valve Manufacturing 
Company, 208 Camden street, Boston. The catalogue states 
among many other advantages claimed for the American 
Thompson improved indicator that it “is by far the most 
accurate in existence. The errors which usually exist in draw- 
ing correct vertical lines with other indicators cannot possibly 
appear in the limited movement of the pencil in taking dia- 
grams from a steam engine with the American Thompson 
indicator. The parallel movement of the pencil is secured by 
a link attached to and governing the lever direct. The pivots 
of this link are made free from any appreciable lost motion, 
and will remain so indefinitely; but if any such lost motion 
should exist, it will affect the integrity of the parallel move- 
ment only to an extent equal to it, not three or four times 
that amount. In other instruments where the parallel move- 
ment is affected by controlling the connecting rod, either by a 
curved slot in it and a guiding roller, or by attaching the link, 
the parallel moyement becomes dependent for its accuracy on 
the fit of several parts; play in any one of which will cause 
an uncertainty and probable inaccuracy equal to three or four 
times the amount of such play. The force required to guide 
the lever of the American Thompson improved indicator in 
its parallel movement is received on the pivots of the link 
alone. In cases of the slot and rolled device, this guiding 
force is received in several rapidly moving surfaces and mul- 
tiplied in amount’ of leverage. The same is also true to a 
considerable extent where the link is attached to the con- 

necting rod.” 


INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering OctosER, 1908. 


Vertical gas engines for electric lighting, pumping and 
general power purposes are described and illustrated in cata- 


GHEE 6 Gl) CEERI CD © GS © GREETS GP © GD 
logue A published by the Bruce-Meriam-Abbott Company, 
Cleveland, Ohio. 


| GRAPHITE PAINTS 
The Life P 
oe. Bere 
0 


a | 

aa 

: 

CRAPHITE PIPE JOINT PASTE | 
g 

i 

a | 


The price list of packings and pipe and boiler coverings 
issued by Robert Beldam, 79 Mark Lane, London, E. C., lists 
high-pressure metallic packings, low-pressure and pump metal- 
lic packings, “Tauril” patented high-pressure jointing, mis- 
cellaneous rubber and asbestos goods, “Garlock” packings for 
steam, water and ammonia, “Wilpaco” hydraulic packing, 
“alata” belting, leather hose, etc: 

Metallic packings are described in a 7o-page illustrated 
pamphlet published by Lancaster & Tonge, Ltd., Pendleton, 
Manchester. This catalogue states that “The Lancaster” 


G. F. HOPKINS & Co., 
patent metallic packings have been supplied to the British and 112, WESTMINSTER BRIDCE ROAD, LONDON. 
many foreign navies and to the principal engineers in Great 


Britain and abroad. Appended in book form will be found ee 


the experience of users. The packings they refer to were all 
ASK ABOUT 


Makes Perfect Joints 
and Prevents Corrosion. 


FREE SAMPLE ON APPLICATION TO 


supplied on approval and guaranteed, and the company still 
adheres to this feature of its business. 

Vaughan & Sons, Ltd., Manchester, have issued a beauti- 
fully printed and illustrated catalogue on overhead traveling 
cranes. This company for the past twenty years has devoted 


its energies almost exclusively to overhead traveling crane STEAM GOODS 
construction, beginning with the hand-operated travelers and 

following on to the shaft-driven and rope-driven types. The NAUTICAL GOODS 
company already had experience in the requirements of this ELECTRICAL GOODS 
class of work when, as one of the pioneers, it introduced the 

application of electricity for operating such cranes in 1892. YACHTING GOODS 

A section of this catalogue illustrates typical examples of the 

company’s multi-motor ‘overhead electric traveling cranes and ANY KIND OF GOODS 


classes of ,work upon which they are employed in shipyards, 
locomotive works, etc. 

Archibald H. Hamilton & Company, Possilpark, Glasgow, through the 
make the following statements regarding their “Deep-Sea” 
anti-corrosive and anti-fouling compositions. Deep-Sea black: ‘ 
“This composition is prepared for use on vessels trading partly 
in fresh and partly in salt water; it has been in constant use Information Bureau 
for years on several cross-channel steamers and others trading 
to Continental ports with satisfactory results. It dries very 
rapidly, and two coats can be given in one tide, thus effecting 
a saving in steamer’s time also of dry dock and slip dues. 
Being a strong anti-corrosive it forms a splendid and tena- 
cious preservative for first coating new metal. Deep-Sea red: ——— 
This composition having extra strong anti-fouling properities 


is specially adapted for use on vessels trading in tropical 


waters, and being at the same time anti-corrosive it has no . ; 

deleterious effect when used for first coating. It drys very ——— [TD 
quickly, and allows of two coats being applied in one tide, a a 
thereby also showing a saving in time, dues, etc. Deep-Sea 


boot-topping (various shades): Combines the best properties Sole Makers of the following ALLOYS: 
of the red and black, and stands very effectively the action 


of wind and water. It is scarcely affected by the strongest PHOSPHOR BRONZE. 


brine or ammonia water from the decks of cattle steamers. a ” “ ” 
Deep-Sea hold paint: This paint is specially manufactured I oe Whee rand oe Veen rene 
for use in ships’ holds, and is absolutely impervious to mois- Belvedere sree) A pe : ; 
ture. It does not blister or crack, and being elastic is not PHOSPHOR TIN AND PHOSPHOR COPPER 

easily fractured by falling material, and is unaffected by bilge ; i ra A 

water. Prepared either in black, red or gray. Black is spe- ‘Cog Wheel Brand.”” The best qualities made. 
cially suitable for holds and bulkheads of steamers engaged 


in coal-carrying trade. Deep-Sea top side enamel: Will 1 
withstand the combined action of sun, air and sea water better WHITE ANTI-FRICTION METALS 1 
than ordinary paint used for this purpose. A special feature 


of our enamel is its absolute freedom from the discoloration PLASTIC WHITE METAL. ‘Vulcan Brand.” 


which is so general among ordinary top side paints. Gives a The best filling and lining Metal in the market. 
splendid surface, which it retains for a long period. Prepared 


either in black, green or gray. Deep-Sea yacht compositions: BABBITT’S METAL. 


These are pr red fro A C S, ex : : 
These are [ epared from the finest fast colors, extra ground, “ Vulcan Brand.” Nine Grades. 
and are intended for use on racing, cruising and steam yachts. :} 


Deep-Sea specialties: Are all anti-corrosive, and can be sup-. at PHOSPHOR” WHITE LINING METAL. 


plied packed as follows: In 2, 5 or 1o-gallon drums (drums ‘|: % 3 ° +. 
returnable), and 20 and 4o-gallon casks, packages free. | Superior to Best White Brass No. 2, for lining 
Samples and prices on application.” i Marine Engine Bearings, &c. 


; . est Magnolia). 
[ARMSTRONG SOLID BLOCK LIFE PRESERVERS||| HITE ANT” RETA MO hae 


Cheaper than any Babbitt’s. 
STANDARD FOR MATERIAL AND WORKMANSHIP 
Each Preserver inspected and stamped by U. S. Inpector 


YACHT FENDERS—BUOYS 87, SUMNER STREET, SOUTHWARK, 


| 


ARMSTRONG CORK COMPANY LONDON, S.E. 
Boston New York Philadelphia Pittsburgh Chicago Telegraphic Address : Telephone No.: 
St. Louis Baltimore Cincinnati “ PHOSBRONZE, LONDON.” 557 Hop. | 
ee Axi! 
10 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


OcTOBER, 1908. 


International Marine Engineering 


BUSINESS NOTES 


AMERICA 


Isaac G. Jounson & Company, Spuyten Duyvil, New York 
City, state that their Monel is a non-corrosive metal pecu- 
liarly suitable for use in connection with high-pressure steam, 
superheated steam, salt water, acid water, alkali water and 
bad mine water, and is preferable because of its high per- 
centage of nickel and the absence of iron, tin and zinc. Monel 
metal, according to the manufacturer, meets the requirements 
for valve bodies, valve seats, valve stems, and for pump cylin- 


ders, pump pistons, pump linings, pump valves and for alk 


kinds of fittings subjected to corrosive and disintegrating 
elements. It is being used by the United States navy, ship- 
builders, and the best valve and pump manufacturers. Engi- 
neers are said to be recommending it extensively. 


Tue AMERICAN MANGANESE BroNzE CompaANy, 99 John 
street, New York, U. T. Hungerford, president; W. A. Locks, 
secretary and treasurer, announce the completion of the works 
at Holmesburg Junction, Philadelphia. The buildings are of 
reinforced concrete and steel framework construction, with 
brick curtain walls, and consist of melting plant and foundry, 
metal storehouse, core shop and office, with complete chemical 
and testing laboratories, light and power plant and machine 
shop. The main building is equipped with a 1o-ton Niles elec- 
tric traveling crane, which together with a 1-ton electric hoist 
serves the entire plant. Special attention has been given to 
light and ventilation. The plant is equipped with pneumatic 
tools for the cleaning of castings, and its 600 feet of siding 
running the entire length of the plant insures economical 
handling of raw material and shipments. Nothing has been 
omitted in the construction of this plant that would tend to 
make it thoroughly modern and up to date in every particular. 
The products of the American Manganese Bronze Company 
comprise ingots, billets, forgings, rods and sheets, together 
with both large and small castings, their facilities permitting 
them to supply bronze castings up to 20.000 pounds each. In 
addition to their special Spare’s manganese bronze, Spare’s 
white bronze and Spare’s hydraulic bronze alloys, the company 
also make standard United States government compositions 
and other high-grade alloys designed to meet the most severe 
engineering requirements. 


THE SEMI-ANNUAL REPORT Of the Chicago Pneumatic Tool 
Company, Fisher building, Chicago, for the six months: ending 
June 30, shows a net profit for that period of $102,835.53. Not- 
withstanding the late business depression the company has re- 
duced its indebtedness, included in mortgage assumed, bills 
payable and accounts payable, $123,000, and in addition has 
met all of its fixed charges and has added $18,085.53 to its 
surplus account. 

CotumMBriA UNiversity will offer at night during the years 
1908-09 twenty evening courses especially adapted to the needs 
of technical and professional workers. This includes work in 
applied mechanics, applied physics, architecture, electricity, 
fine arts, industrial chemistry, mathematics and surveying and 
structures. The work begins on October 26, and continues 
for twenty-five weeks. A full description of the courses is 
contained in the Announcement of Extension Teaching, 
which may be obtained on application to the Director of Ex- 
tension Teaching, Columbia University, New York City. 

New CuiLeaAn Navat Contract.—Morrison & Company, 
Valparaiso, Chile, have been appointed sole suppliers to the 
Chilean navy for a period of five years, the contract covering 
practically all supplies. Morrison & Company have expressed 
their intention of giving American manufacturers every op- 
portunity of figuring upon their requirements in this connec- 
tion, and suggest that manufacturers and general suppliers 
keep in touch with them. William E. Peck & Company, 116 
Broad street, New York city, agents for Morrison & Company, 
will be pleased to give further information to anyone in- 
terested. ‘ 

TURBINE Fans For New WarsuHips.—The Troy (N. Y.) 
works of the Sirocco Engineering Company are now turning 
out fans for the forced draft equipment of the United States 
battleships Delaware and North Dakota. These fans, four- 
teen in number for each ship, are 27 inches in diameter, and 
will be driven by General Electric motors. The installation is 
noteworthy, for the reason that while the Sirocco turbine fans 
are in use upon nearly all the big trans-Atlantic liners and 
in the navies of all the principal European nations, the 
American navy is now for the first time adopting them on a 
large scale. The Sirocco Engineering Company is also turn- 
ing out open fans for the United States torpedo destroyers 
Nos. vA 18 and 19, on which the plenum system of draft will 
be used. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


WHY: 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACHING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICACO, ILL., 150 Lake Street 
ST. LOUIS, MO., 218-220 CHestnut STREET 
PHILADELPHIA, PA., 118-120 NorTtH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Battimore STREET 
BUFFALO, N. Y., GOO PrRuDENTIAL BUILDING 
PITTSBURGH, PA., 913-915 Liserty Avenue 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Hotsorn Viapuct 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


OcrtoseErR, 1908. 


BUSINESS NOTES 


GREAT BRITAIN 


BAKER'S PATENT ROTARY PRESSURE BLOWER, made by. the Baker 
Blower Engineering Company, Stanley street, Sheffield, is 
described by the manufacturer as follows: “The ordinary fan 
until recently has been generally used for producing forced 
combustion in cupolas and other furnaces. But, although the 
fan may be reasonably effective when a large volume of air 
is to be set in motion with no perceptible difference of density, 
yet. as it is wholly unfitted for producing more than a slight 
variation of pressure in the blast, it is therefore a most in- 
effective means of supplying blast to cupolas (more especially 
to large ones) where the varying conditions existing during 
the process of melting iron require the blast to be “supplied 
under ever-varying pressures, generally far exceeding that 
attainable by the best fans w hen running at speeds ( regardless 
of expenditure of power and rapid wear of belts and bear- 
ings) dangerously near the strength of materials of which 
fans are constructed in resisting centrifugal force. If the 
action which takes place in the interior of a cupola while 
melting goes on be considered for a moment, it will easily be 
understood why the blast should be delivered under varying 
pressures. When the blast is first turned on to the cupola, 
the small coke, dust, ete., will be cleared away, so that the air 
thus finding readier passage, it will be found, if observations 
are taken after some five or ten minutes, that the pressure is 
considerably reduced. When melting of the iron, however, 
begins, and as the mass in the interior of the cupola gets into 
a pas or semi-fluid condition, greater resistance is offered 
to the blast; if, therefore, the same quantity of atmospheric 
air is forced into the interior of the cupola (and this is im- 
perative to produce economical combustion of the fuel) the 
pressure must necessarily rise. With a fan the air is not 
forced into the furnace, but the pressure being low, instead 
of penetrating through the mass of iron and fuel in the 
interior, it finds its way to a great extent between that and 
the lining, so that at the time when the resistance is greatest, 
while the same quantity of air is required for perfect com- 
bustion of the fuel, the supply is actually greatly diminished. 
Hence the great advantage in using a blower that shall 
measure into the cupola a definite amount of air, and shall 


clusive features of the 


cartridges. 


down the boilers. 


111 Liberty Street 


maKeERS or CARBONIG ANHYDRIDE 


NG MACHINERY 


INSTALLATIONS SUPPLIED TO 
HAMBURG AMERICAN LINE 60 P. & O. STEAM NAV. Co. 33 


| REFRIGERATI 


REPEAT 


NO OIL IN THE BOILERS 


is of course the supreme test, but the other and ex- 


Blackburn-Smith Feed Water Filter 
and Grease Extractor 
are hardly less important. 
DOUBLE. filtration through separated layers of 
Terry or has such small, effective and easily cleaned 
Can be installed without changing the 
pipe layout and can be cleaned without shutting 


WRITE FOR LITERATURE 


JAMES BEGGS & CO. 


J.& E. HALL Ltda. 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.GC., and Dartford Ironworks, Kent, England, 


continue doing so under all the varying conditions of re- 
sistance to its entrance which exists during the operation of 
melting iron. In a pressure blower in which the air is forced 
forward by a revolving vane or piston, the whole of the 
power applied (except the very slight amount absorbed by the 
friction of the moving parts of the machine) is utilized in 
producing pressure; and should the outlet from the blower 
be throttled, the pressure of the blast will continue to rise 
until the limit of the driving power is reached, when the 
machine must stop. With a fan, however, the case is widely 
different; it must be run at a very high velocity, probably ten 
times that of a pressure blower, to impart sufficient momentum 
to air, a substance possessing only a very slight specific 
gravity; thus, there is very considerable loss of power from 
the friction of the bearings when run at such extreme speeds, 
as well as from the power absorbed in continually changing 
the direction of the belts. which take short turns round very 
small-pulleys, and, after all, but a portion of the air thus acted 
on is really forced forward. Should the outlet from the fan 
be partially throttled, there will be but a very slight increase 
of pressure in the blast while the fan continues to run at the 
same speed; and if the outlet be entirely closed the fan will 
still continue running, absorbing much power but producing 
no practical effect. There is absolutely nothing positive in the 
action of a fan. The vanes merely impart to the particles of 
air a momentum corresponding to their velocity, but as re- 
sistance is opposed to the blast, the volume is diminished in 
the ratio of the resistance, till a point is reached when the 
momentum and resistance are equal, and when no air what- 
ever is discharged. The results of the operation of a fan are 
therefore varied by every contingency that varies the re- 
sistance. The Baker pressure blower was tested in compe- 
tition with Root’s blower by the committee of the Franklin 
Institute Exhibition. Philadelphia, in October, 1874, and the 
silver medal and diploma was then awarded to it by the com- 
mittee, on the ground of superior merits. In competition with 
the Root’s blower at Philadelphia again in 1875, it was awarded 
the Scott legacy premium and medal; and in the same year 
at the Pomona Exhibition of Machinery in Manchester it 
was awarded the grand gold medal, the Root’s blower having 
had awarded to it the silver medal. The Baker blower is not 


only well adapted for supplying blast to cupolas and smiths’ 
fires, but it is eminently fitted to be used as an exhauster, or 
for moving hot gases. 


No other filter effects 


New York City 


(GOs) 


HOULDER LINE, Ltd. 13 


UNION CASTLE MAIL S.S. Co. 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Co. 48 CHARGEURS REUNIS 25 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 45 TYSER LINE 16 CANADIAN PACIFIC Ry. 12 


etc., etc. 


GL % 


12 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Ocroper, 1908. 


Suip Borers.—Directions have been given that in ships 
fitted with Babcock & Wilcox boilers, and also in ships having 
combined installations of water-tube and cylindrical boilers 
experiments are to be made with a view to determining the 
least amount of lime required to maintain the water in the 
boilers slightly alkaline. 


AMONG THE MANY NEW SHIPS equipped with Welin quadrant 
davits, made by Axel Welin, 5 Lloyd’s avenue, London, E. C., 
are the following: Union Steamship Company of New Zea- 
land’s Makura, 11 sets; Elder Dempster & Company’s Leo- 
poldville, 10 sets; Howard Smith Company’s Mourilyan, 4 
sets; Adelaide Steamship Company’s Koombana,,7 sets; Entre 
Rios Railway Company of South America, in ferry steamer 
Maria Parera, 2 sets; Great Eastern Railway Company’s 
Munich, 8 sets; Pacific Steam Navigation Company’s Orcoma, 
14 sets. 


INstiTUTE OF MARINE ENGINEERS.—The Denny gold medal, 
provided for by the late Peter Denny, LL. D., and awarded 
each session for the best paper read before the Institute of 
Marine Engineers, has been awarded to Mr. Robert Elliott, 
B. Se. (member), of Greenock, whose paper on “Repairs to 
Ships” (Part I., Repairs to Hulls, and Part II., Repairs. to 
Machinery), read Oct. 28 and Noy. 18. 1907, has been adjudged 
the most meritorious of the papers read during session 1907- 
1908. The paper embodies a great number of Mr. Elliott’s 
observations during a long experience as a surveyor, super- 
vising vessels of every description and encountering defects 
in almost every conceivable form, and makes a work of much 
practical utility. 


RECENT INDICATIONS point to an early start being made with 
the erection by the Admiralty of the proposed torpedo fac- 
tory at Greenock, in connection with which a torpedo-testing 
range is to be established in Loch Long. It has just been 
arranged that the building of the factory will be carried out 
by Robert Neill & Sons, Manchester. Representatives of that 
firm have inspected the site at Battery Park, and paid a visit 
to the quarry at Gourock, from which, it is understood, the 
necessary stone will be obtained. The Admiralty also have 
recently come to an agreement with the Greenock Corpora- 
tion for the supply of electricity, both for lighting and power 


purposes. “The buildings will be generally two stories in 
height. The ground occupied will be about ro acres, and in 


the workshops will be constructed special classes of torpedoes 
to meet the most up-to-date requirements of modern naval 
warfare. Ready and ideally efficient means of testing these 
will be provided by the Loch Long trial range not far dis- 
tant. The work of laying down the factory, it is understood, 
will be completed in about eighteen months and its establish- 
ment will cause the transference from Woolwich to Greenock 
of at least 700 expert workmen. ° 


S. A. Warp & Company, Sheffield, have recently fitted 
throughout with their manufactures the steamship Baron 
Gautsch and steamship Prinz Hohenlohe, sister ships, belonging 
to the Austrian Lloyd Steam Navigation Company, of Trieste, 
which had specially designed four-cylinder triple set of en- 
gines, and the firm’s specialties gave satisfaction to the 
owners. The Ward patent packings reduced friction on the 
rods to a minimum, as they are not supported by the rod in 
any way. The special feature of the firm’s patent equilibrium 
piston rings is that although a spring ring there are no loose 
pieces of extra springs to break, as the ring is a spring in 
itself, and as wear takes place it allows the ring to adjust 
itself automatically. The segments of the packings are of 
white metal, and the mixture of the metal is arranged to suit 
each of all the various presses and temperatures, as what 
suits one pressure is not suitable for another. That is, seg- 
ments made for a high-pressure rod would not suit if put to 
work on a low-pressure rod; each packing is arranged to suit 
each pressure, etc.; within certain limits, of course, they 
become yery slightly plastic under heat and pressure. The 
packing segmental ring is divided angularly, and the end of 
the section is drilled for a short distance up, to reduce undue 
friction. This allows the joints to yield by a long, slow pro- 
cess, which is just enough to keep most of the pressure of 
steam from exerting its full force upon the sections and 
through them direct onto the piston rod, which is common to 
all other packings; at the same time the joints are always 
hard up and in close contact, so that it is quite impossible for 
anything to get past them, the cone hoop, with spring behind, 
keeping them in position against the cover face. The sections 
will wear away almost to nothing without being touched. No 
fitting is necessary, as they are perfectly true when turned out 
of the works. All that is necessary to insure success is to be 
sure that the rods are perfectly true, and that sand and dirt 
are not introduced into the stuffing-box. 


International Marine Engineering 


MARINE SOCIETIES. 


AMERICA. 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SUIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. _ 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
58 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 


NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 
First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
ash. 
Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 
Third Vice-President—Charles N. Vosburgh, 6323 Patton St., New 
Orleans, 4 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 
Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (% penny) per word. 
But no advertisement will be inserted for less than 75 cents (3 shillings). 
Replies can be sent to our care if desired, and they will be forwarded 
without additional charge. 


What am I offered for yolumes one to fourteen Transac- 
tions American Society of Naval Architects and Marine En- 
gineers? Address Naval Architect, care INTERNATIONAL Ma- 
RINE ENGINEERING. 


Motor Boat Owners.—How to care for your motor boat; 
best book for $1.50. Don’t fail to buy a copy. Address 
H, A. B., care INTERNATIONAL MARINE ENGINEERING. 


Wanted—Patented Articles which can be used in machine 
shop, boiler room or engine room. Must have merit. We 
possess finest facilities for marketing, having a large force of 
traveling men in this country, and agents in nearly every large 
city of Europe, who call upon steam users and machine shops. 
Liberal’ contract. Highest of references. Address Power 
Specialty Company, 236-G Fort street, W., Detroit, Mich. 


Notice to Engineers.—If you are desirous of making a 
change we offer the best opportunity for a nice income to 
the right man. The best selling specialty for a boiler extant. 
Selling for $50.00 each. A necessity to every boiler. Liberal 
contract. Address Power Specialty Company, 236-G Fort 
street, W., Detroit, Mich. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


RRS International Marine Engineering Ocrozer, 1908. 


RAINBOW PACKING 


CAN'T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 


ECONOMICAL 
RELIABLE 


Will hold the 


highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 
PacKing. For high or low pressure steam the Peerless is head 
and shoulders above all other packings. The celebrated Peerless 
Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and 88 Chambers Street, New York 


Detroit, Mich.—16-24 Woodward Ave. Kansas City, Mo.—1221-1223 Union Ave. Vancouver, B. €.—Carral & Alexander Sts. 
Chicago, I1l.—202-210 South Water St. Sead) WEE is EEE Way & Occidental Richmond, Va.—Cor. Ninth and Cary Sts. 


Pittsburg, Pa.— 425-427 Yirst Ave. ve. . Waco, Texas—709-711 Austin Ave. 
San Francisco, Cal.—131-153 Kansas St. Philadelphia, Pa.—220 South Fifth St. Syracuse, N. Y.—212-214 South Clinton St. 
New Orleans, La.—Cor. Common & Tchoup- Louisville. Ky.—111-121 West Main St. Boston, Mass.—110 Federal St 
itoulas Sts. Indianapolis, Ind.—16-18 South Capitol Ave. Buffalo, N. Y.—379 Washington St. 
Atlanta, Ga.,—7-9 South Broad 8th Omaha, Neb.—1218 Farnam St. Rochester, N. Y.—55 Hast Main St. 
eo uerone Dex ee ee N ' mn Denver, Col.—1621-1639 17th St. Los Angeles, Cal.—115 South Los Angeles St. 
ole European Depot—Anglo-American Rub- = ‘ 
ber Co. Ltd., 58 Holborn Viaduct, FOREIGN DEPOTS EAE RONS WUC =ey/ eke sbeS) Te 
London, BH. C. Johannesburg, South Africa—2427 Mercan- Copenhagen, Den.—Frederiksholms, Kanal 6. 
Paris, France—76 Ave. de la Republique. tile Building. Sydney, Australia—270 George St. 


14 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


NovEMBER, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 

The supplement issued by Welin Quadrant Davit, Inc., 17 
Battery Place, New York City, to the volume described on 
page 7 of our October issue, contains a number of handsome 
full-page lithographs of the steamers which have been fitted 
with the Welin quadrant dayits since the publication of the 
former book. Among these are the Colon, of the Panama 
Railroad & Steamship Company; steamboat Wickham, of the 
Department of Charities, New York City, and the turbine 
liners Tenyo Maru and Chiyo Maru, of Toyo Kisen Kabushiki 
Kaisha. 

The Revere Rubber Company, Boston, Mass., has just 
issued a handsome catalogue of sixty pages, containing many 
fine illustrations of their packings, including which have re- 
cently been put upon the market. It is printed in two colors, 
and has a handsomely embossed cover printed in four colors. 
There is much valuable information contained in this cata- 
logue, which has been prepared at great expense, and no time 
or labor has been spared to make it complete and instructive. 
A free copy will be mailed on request to the company. 
Revere Rubber Company is represented in England by the 
Universal Agency Company, 118 Holborn, London, E. C. 

“Consolidated” packings and supplies are the subject of a 
handsome catalogue printed in sevéral colors just issued by the 
Consolidated Packing & Supply Company, 136 Liberty street, 
New York City. “In the following pages you will find de- 
scribed many of our almost unlimited grades of packing—all 
of our styles carrying a full guarantee to be unequaled for 
their respective services. Our seventeen yars of constant and 
devoted attention to packing and packing conditions and re- 
quirements have given us the necessary confidence in these 
goods to make the above guarantee, feeling that same is done 
without the least semblance of risk on our part. In order to 
obtain such confidence, we are obliged, in the first place, to put 
in all our goods the very best raw materials available, and 
have them manufactured under the supervision of men noted 
for their mechanical ability and wide knowledge in the making 
of packings. Consolidated rubber compounds have for their 
base only the finest grades of pure Para gum, and all asbestos 
products of our manufacture are made from the longest 
Canadian asbestos fibre, being entirely free from the prevailing 
short fibre used by so many competitive concerns.” 


The’ 


Scherzer rolling lift bridges are described in a beautifully 
printed and illustrated cloth-bound yolume just published by 
the Scherzer Rolling Lift Bridge Company, Monadnock Block, 
Chicago, Ill. The volume traces the history of bridges of 
various types from medizval times to the present day, and is 
profusely illustrated by half-tone cuts of the company’s rolling 
lift bridges in all parts of the world. 


The Fourteenth Annual Report of Webb’s Academy and 
Home for Shipbuilders is just off the press. This institute is 
located at Fordham Heights, New York City, and it is its 
purpose to “afford relief and support to aged, indigent or un- 
fortunate men who haye been engaged in building hulls of 
vessels, Or marine engines for such, in any section of the 
United States. together with the wives or widows of such 
persons, and also to furnish any young man, a citizen of the 
United States, able to pass the necessary examinations, a 
gratuitous education in ship and engine building.” 


Electric motor drives applied to machine tools are described 
in illustrated Bulletin No. 1,111, published by the Fort Wayne 
Electric Works, Fort Wayne, Ind. The field of usefulness 
of electric motors for driving machinery is very large, and the 
great strides of advancement in design and in the perfection 
of the details which determine the successful operation of 
motors, has resulted in a simple, efficient, durable machine 
that anyone can operate with economy and safety. Many 
advantages are claimed by the manufacturer for the Fort 
Wayne motors, such as unusual economy, convenience, flexi- 
bility, independent control and the choice of belt, chain, gear, 
or direct drive. 


“Reactions” is the title of a quarterly bulletin published by 
the Goldschmidt Thermit Company, 90 West street. New York 
City. This volume is issued in the interests of the thermit 
process. For locomotive repairs, such as repairs to engine 
frames, connecting rods and driving wheel spokes, thermit is 
said to be especially valuable, as it offers the important ad- 
vantage that welds.may be made without dismantling the 
engine, and the locomotive remains in the shop only a day or 
two instead of a week or two. The claim is made, moreover, 
that the reinforcement of thermit steel which is fused around 
the welded section gives added strength at this point and pre- 
vents breakage under the same strains that caused the first 
break. 


Manufacturers 
of Every 
Description of | 


DIVING APPARATUS 


For Naval, Harbour, Dock, 
Salvage Works, Pearl and 
Sponge Fisheries. - - 


PATENT SUBMARINE TELEPHONES, 
iy ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ 
Codes.—A.B.C. 4th & Sth Editions. 
Telephone—1998 HOP. 

7 


Te a rN A NN Ne Nec Ne Ne 


87, 88 & 89, Grange Road, 
Bermondsey, London, S.E. 


a 


(E & 60. 


ESTABLISHED 1828. 


———S Se 


IT ii\\ 


“ 
5) ey 


Photo by D. W. Noakes, Esq., Engineer, Greenwich, 


DIVER STEPPING ON LADDER TO DESCEND, 


id 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


NovEMBER, 1908. 


Cast, malleable and brass fittings, brass and iron valves 
and cocks, wrought steel and iron pipe, valves and Stillson 
wrenches, are described in illustrated circulars distributed by 
the Walworth Manufacturing Company, 128 Federal street, 
Boston, Mass. 


The latest number of “The Valve World,” published by 
Crane Company, Chicago, IIl., gives an illustrated description 
of the company’s new plant at Bridgeport, Conn. The new 
buildings have a total floor space of about 366,000 square feet, 
and there are 2,500 employees. 


Graphite brushes are the subject of an illustrated 12-page 
booklet published by the Joseph Dixon Crucible Company, 
Jersey City, N. J. This booklet contains considerable informa- 
tion of importance to all users of graphite brushes, and 
this same information is also of interest to many others con- 
nected with mechanical and electrical pursuits. A free copy 
will be sent to any of our readers upon application. 


Metropolitan injectors, which are stated by the maker, the 
Hayden & Derby Manufacturing Company, 85 Liberty street, 
New York City, to be the most reliable, durable and economical 
injectors on the market, are described in a catalogue which 
the company has just published. These injectors are made in 
two types: one automatic with an open overflow, the other a 
double-tube injector with a closed overflow. 


Smoooth-On Instruction Book No. 7, published by the 
Smooth-On Manufacturing Company, 572 Communipaw 
avenue, Jersey City N. J., is just off the press. This gives full 
information regarding the different Smooth-On specialties. 
The book will be sent free of charge to anyone of our readers 
forwarding his full name and present address. 


A Manual for Engineers.—The American Blower Com- 
pany, Detroit, Mich., write us that they have a limited supply 
of these books, which have been compiled by Prof. Charles E. 
Ferris, of the University of Tennessee. They are leather- 
covered, vest-pocket size. The company will send a free copy 
as long as the supply lasts to any reader mentioning this 
magazine. 


Coal handling machinery for coaling stations, shipyards, 
boiler rooms, etc., is the subject of a very complete 64-page 
catalogue, No. 072, issued by C. W. Hunt Company, West New 
Brighton, N. Y. Any one interested in this class of machinery 

should send for a copy of this catalogue, which will be sent 
free to readers mentioning this magazine. 


“Aids to Navigation” is the title of a 30-page illustrated 
catalogue issued by the Nicholson Ship Log Company, 409 
Superior street, Cleveland, Ohio. “The Nicholson recording 
ship log is a radical departure from all other types of nautical 
measuring devices. In addition to giving the mileage sailed, 
it shows the speed per hour on a dial and records this speed 
on a chart for every minute of the trip. These records can 
be dated and filed away for further reference, and should atiy 
accident or controversy occur, they would furnish incontestable 
evidence. The successful application of the speed of the 
moment dial and the record is entirely original with the 
Nicholson log.” 


A new line of horizontal and vertical milling machines has 
been placed on the market by the Cincinnati Milling Machine 
Company, Cincinnati, Ohio, and is described in a handsomely 
illustrated catalogue which the company has just published. 
This illustrates an entirely new line of horizontal and vertical 
milling machines. These machines are built on the unit sys- 
tem, each group of mechanisms being assembled as a complete 
unit, and all these units are interchangeable between the hori- 
zontal and vertical machines. This makes it possible to supply 
these machines not only with constant speed drive, but also 
with right-angle drive, constant-speed motor drive and 
variable-speed motor drive, and a change from one style of 
drive to the other is very easily made. and it can be done very 
readily by the user in his own shop, whenever any change in 
the method of power transmission makes it advisable. These 
machines embody a lot of entirely new features, such as a 
locked tumbler, the elimination of torsional strains in the main 
driving shaft, the treadle arrangement to facilitate quick and 
easy speed changing, a single plunger trip, operating a trip 
clutch mounted on a shaft running ten times as fast as the 
feed screw. The vertical machines are entirely distinctive 
in design, having the same features as the horizontal machines 
throughout, except that the spindle is in a vertical position. 
This spindle is unusually long, has its bearings both mounted 
in a single-piece head casting, and this head casting or frame 
has very long and wide bearings in the main frame of the 
machine as compared with past practice. Each size of vertical 
miller is intended to do as heavy milling as the equivalent size 
of horizontal machine. 


Accurate 


TRY SQUARES 

DIVIDERS 

MICROMETERS 

LEVELS 

PROTRACTORS SQUARES 

MEASURING TAPES SPEED INDICATORS 
AND ALL INSTRUMENTS OF PRECISION 


Guaranteed 


CALIPERS 
‘CLAMPS 

GAGES 

RULES 


CATALOGUE 18-L FREE 


THE L. S. STARRETT Co. 
ATHOL, MASS., U. S. A. 


London Warehouse, 
36 and 37 Upper Thames St., 
E.C 


nT 
[pT 
“0 “SSUW TOHLY"09 Ligstvis 's "73H 


THE POWELL “TITAN” 
LEVER THROTTLE VALVE 


FOR LAUNCHES, STEAM CARRIAGES, 
AUTOS, ROAD ENGINES, Etc. 


No Friction. Is just 

what you require for a 

throttling and controlling 

Valve—it controls steam 

and other fluids most sat- 

isfactorily. The Valve has 

a full open way through 

the body. To open or 

close the Valve simply 

move the lever back or forth, and when closed the 

Valve is good and tight. It doesn’t leak. The action 

on disk or seat being almost frictionless, the Valve 

wears and lasts a long time,and is therefore economi- 

cal. Strong and compact, all parts made to a gauge, 

and interchangeable. Warranted for working pres- 
sures up to 175 Ibs. 

Send for catalogue illustrating our steam specialties. 


THE WM. POWELL co. 


CINCINNATI, OHIO 


NEW YORK, 254 Canal Street PHILADELPHIA, 518 Arch Stree 
BOSTON, 239-245 Causeway Street 


When wrtting to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


NovEMBER, 1908. 


International Marine Engineering 


All Change Does Not Mean Progress, 


But all Progress Means Change 


Ee you are only familiar with oil and grease lubrication, 
well—look out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease? 
Hundreds of successful engineers testify that it lessens 
Can you 


friction, prevents cutting, saves lubricant. 
answer this question from ‘‘first hand’’ experience? 
Write for free booklet 58-C and a sample. 


JOSEPH DIXON CRUCIBLE CO. 
Jersey City, N. J. 


European Agents: KNOWLES & WOLLASTON , 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W. 


easily installed in the cabin or cockpit of any boat. 
Send for circular describing this instrument. 


NICHOLSON SHIP LOG CO., Cieveland, Ohio 


Eastern Agents, Barrett & Lawrence, 
662 Bullitt Building, Philadelphia, Pa. 
Pacific Coast Agent, C. P. Nicholson, 
82 Market Street, San Francisco, Cal. 


The only when com- 
Vibration- 
Proof Electric 
Thermostat 
in existence. 
Will ab'so- 
lutely main- 
tain accurate 


Day and 
Night Tem- 


peratures in 


pared with 
heaters not 
regulated. 
This is prov- 
en by records 
taken on 
board of 
modern trans- 
Atlantic 
liners. We 


will submit 


electrically 


heated rooms. 
It saves from 


40 to 50% 


of current 


these records 
to anyone 


interested. 


Mechanism ot Thermostat 


GEISSINGER REGULATOR CO. 


203 GREENWICH ST., NEW YORK CITY 


British Agent: JOHN CARMICHAEL 
Crookston, Eaglescliffe, Durham 


The Nicholson Speed Indicator 


shows the speed of motor boats and yachts It can be 


A series of engineering treatises or bulletins is promised 
by the Wheeler Condenser & Engineering Company, Carteret, 
N. J., which is distributing a 16-page bulletin No. ror, which 
outlines this company’s facilities and products, including 
Wheeler Admiralty surface condensers, Wheeler jet and 
barometric condensers, Wheeler-Edwards patent air pump, 
Wheeler-Volz combined. condenser and feed-water heaters, 
Wheeler feed-water heaters, Wheeler improved reheaters and 
receivers, Wheeler vertical engines, Wheeler centrifugal pumps, 
Wheeler rotative dry vacuum pumps, Wheeler-Barnard water- 
cooling towers, Wheeler vacuum pans and multiple effects for 
sugar and chemical works, ete. Succeeding numbers will con- 
tain in addition useful and practical information, tables, etc., 
on condensing work and allied branches of engineering, thus 
becoming not only a continued catalogue but also a record of 
progress in condensing, vacuum, distilling, feed-water heating 
and pumping apparatus. The Wheeler Company kindly offers 
to place the name of anyone interested in these subjects on its 
mailing list, and tenders the aid of its engineering staff in the 
designing and layout of plants where such equipment may 
be required. 


TRADE PUBLICATIONS 
GREAT BRITAIN 


The Berthon Boat Company, Ltd., Romsey ,Hants, is dis- 
tributing circulars illustrating and describing its yachts, steam 
launches, fishing punts and canoes. 


“Hints on the Covering of Steam Pipes, Boilers, Etc., 
with Insulating Materials” is the title of an illustrated book- 
let issued by William Kenyon & Sons, Dukinfield, near Man- 
chester. 


The calendar issued by Armstrong College, Newcastle-on- 
Tyne, for the season of 1908-9 is a volume of over 400 pages, 
and explains fully the scope of the institution and the courses 
of studies. Among the principal courses are naval architec- 
ture, and the departments of marine, mechanical, civil and 
electrical engineering. Full particulars may be obtained upon 
application to F. H. Pruen, secretary of the college. 


Thomas Noakes & Sons. Ltd., contractors to crown agents 
for the colonies and India, office 4 and 5 Osborn Place, Brick 
Lane, London, have published a number of circulars describ- 
ing and illustrating their high-class engine and boiler fittings, 
reducing valves, safety and relief valves, asbestos-packed 
cocks, water gages, feed pumps, gunmetal, copper and phos- 
phor bronze castings. 


Crompton & Company, Ltd., the Arc Works, Chelmsford, 
have issued a catalogue describing and illustrating their 
engineering works and their output, among which are dyna- 
mos and motors from 2 B. H. P. to one-third 1,000 kilowatts, 
motor generators and boosters. electrically-driven pumps, arc 
lamps, searchlights and electric supplies and machinery of 
all kinds. 


Radial drilling, boring, tapping and studding machines are 
the subject of a catalogue issued by Wm. Asquith, Ltd., Hali- 
fax. This firm’s heavy-type machines are particularly suitable 
for heavy marine and ordnance works, also for large, general 
engineering work. The motor drive is through variable speed 
shunt-regulated motor. with constant power through a large 
range of speeds, and doubled by the double gear on the spindle 
slide, giving a large number of cutting speeds, easily and 
quickly controlled. 


Ship heating and ventilating is the subject of a booklet 
entitled “Thermotanks,” which is published by the Thermotank 
Ventilating Company, 55 West Regent street, Glasgaw, the 
designer and builder of a heating and ventilating system with 
improved arrangements for heating, cooling and humidifying. 
The thermotank may be placed either on the weather deck or 
between any of the other decks, and is connected to a system 
of trunking arranged throughout the compartments or rooms 
through which any required yolume of air may be supplied 
at any desired temperature. A long list of ships belonging to 
the merchant marine is given, in addition to various navies 
which have been fitted with the thermotank system, Among 
the well-known ships on this list are the Mauretania, Lusitania, 
Caroma, Carmania, Rotterdam, Adriatic, Chicago and many 
others. ] 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


International Marine Engineering 


NOVEMBER, 1908. 


BUSINESS NOTES 


AMERICA 
Marine EnciIne INpicatinc Exprrience.—Mr. Charles Ss 
Linch, naval architect and engineer, 1507 Tioga street, Phila- 


delphia, Pa. after an exhaustive test of the American- 
Thompson indicator, made by the American Steam Gauge & 
Valve Manufacturing Company, 208 Camden street, Boston, 
Mass., has made the following report to the manufacturer: 
“IT have been asked by you to state the advantages of the 
detent motion manufactured by your company and forming 
part of the best instrument in the world to- day—the American_ 
Thompson improved indicator. Ist. A point that commends 
itself ‘c the rapidity with which cards can be taken and the 
ease with which one can stop the drum to look at card in any 
position of the piston’s stroke. 2d. The advantage of being 
able to put on or take off cards without having to unhook 
leading card. 3d. The advantages of having eliminated the 
take-up on leading cord cannot be over-estimated. This 
take-up is either a light coil spring or rubber band, one end 
of same being connected to instrument, the other end con- 
nected to leading cord. It frequently happens when trying to 
hook the drum cord with the leading cord that one or the 
other is broken. If this occurs after the ship has passed the 
observer at beginning of a run over the measured mile, the 
cards corresponding to this run are absent. If it is necessary 
that cards corresponding to each run be submitted, then the 
run has to be started again. The detent motion entirely 
eliminates this danger, which is not a supposition, but very 
frequently occurs. 4th. There being no ratchet and pall, the 
throwing of drum in or out of gear does not introduce the 
whipping of the cord, which, when drum is stationary, fre- 
quently causes entanglement and consequent breaking of cord. 
5th. The ease with which the drum is cut out or put into gear, 
involving as it does the slight pressure of the forefinger upon 
the lever to put out of gear, and the slight pressure of thumb 
and forefinger to put same into gear; a very slight pressure 
on knurled nut being sufficient. 6th. In case card should tear, 
the instrument can instantly be thrown out and a new card 
substituted in far less time than one could unhook and again 
get instrument into commission. 7th. In very many cases the 
indicator piping is very close to throttle valve, and when the 
high-pressure reducing motion is forward, this brings the lead 
cord close to the by-pass pipe. In unhooking or hooking the 
string, one is liable to receive burns by the hand coming into 
contact with this uncovered pipe. With the detent motion 
this danger is eliminated, as the writer two years ago had 
several severe burns by being compelled to hook and unhook 
cord, but in this test no burns were received, as the detent 
motion was used and cord was not touched after the instru- 
ments were adjusted during the whole run of five days. oth. 
One operator can handle three instruments equipped with 
detent motion while one man is taking one card hooking and 
unhooking cord. That is to say, with the three instruments 
used on this test, one on high-pressure cylinder, one on inter- 
mediate-pressure cylinder, and one on low-pressure cylinder, 
the writer started at high-pressure cylinder, took a set, then to 
intermediate pressure, thence to low pressure, taking each set 
and throwing drum out of commission, removing at the same 
time the cards while an assistant followed, putting new cards 
on drums and throwing same into gear. The time taken to 
do this was far less than that required to take the high- 
pressure set, hooking and unhooking cord. 10th. The advan- 
tage of this motion cannot be shown to a greater degree than 
when one is taking a number of cards under certain conditions 
during a run over measured course. The writer selected the 
high-pressure cylinder, where the conditions were most un- 
favorable, being next to main steam pipe and cramped, so to 
speak, for room. A test was started, timed with a stop-watch, 
and the operator had to take his card from pack, turn the 
edges, put same on drum, throw into gear, take the card, 
throw drum out of gear, and remove card. The three-way 
cock was handled with left hand. The straight-way cock 


opened for atmosphere, and with uae motion the average was 
five cards in 61.5 seconds. 


The drum was thrown out with 


ARMSTRONG SOLID BLOCK LIFE PRESERVERS | 
STANDARD FOR MATERIAL AND WORKMANSHIP 
Each Preserver inspected and stamped by U. S. Inpector 


YACHT FENDERS—BUOYS 


ARMSTRONG CORK COMPANY b 
Boston New York Philadelphia Pittsburgh Chicago } 
St. Louis Baltimore Cincinnati 


( FREE SAMPLE ON APPLICATION TO 


GRAPHITE PAINTS 


The Life Preservers 
of Iron and Steel. 


| 
8 
GRAPHITE PIPE JOINT PASTE | 
: 
4 


Makes Perfect Joints 
and Prevents Corrosion. 


G. F. HOPKINS & Co., 
112, WESTMINSTER BRIDGE ROAD, LONDON. 


Have You Seen the 
Perfection Wrench ? 


Whe newest and 
best wrench made 


All steel—great strength Instantly adjusted. Easily and 
quickly operated. Positive grip. Immense time, trouble 
and temper saver. Indispensable to automobilists. Best 
“all round tool” ever offered for sale. ‘‘ You'll want one 
when you see it.’’ For circular address 


THE PERFECTION WRENCH CO. 
PORT CHESTER, N. Y 


D 


Box 426 


(THE PHOSPHOR — 
— BRONZE CO. LID. 


Sole Makers of the following ALLOYs: 


PHOSPHOR BRONZE. 


‘“Cog Wheel Brand” and ‘‘ Vulcan Brand.”’ 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


‘‘Cog Wheel Brand.” The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL. volcan Brand.” 


The best filling and lining Metal in the market. 


BABBIT?’S METAL. 


‘““Vulcan Brand.” Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, «c. 


“WHITE ANT” METAL, No. 1. (Best Magnolia). 


- Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


S.E. 
Telephone No.: 
557 Hop. 


LONDON, 
Telegraphic Address: 


“ PHOSBRONZE, LONDON.” 


ie x 
10 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


November, 1908. 


International Marine Engineering 


forefinger, the pencil notion handled with third finger, and the . 


cards were absolutely identical in every respect and perfect in 
every particular. This will convince the most skeptical of the 
advantages of this motion. I believe that there is not upon 
any steamer along the coast a more cramped or uncomfortable 
place than at the three-way cock on this high-pressure cylin- 
der; hence my desire to find out how many could be taken 
under these conditions by one man handling everything. [ 
have cited only a few of the advantages, and where an in- 
strument is used on circulator engines, blower engines’ and 
other auxiliary machinery, the great advantage of this motion 
is at once manifest. The circulator engine of this ship is close 
to a bulkhead, and if the cards had to be taken from this 
engine the detent motion would be a necessity. 11th. With 
this detent motion, after the drum is adjusted for card length 
and clearance of stops, no more attention need be given the 
cord. This is a valuable consideration, as one can then give 
one’s attention to the instrument and cards. The disadvantage 
of other methods are, when one has to hook and unhook the 
cord in trying to get the hook in eye, no amount of care will 
prevent drum fetching up against stop, and very often pulling 
hook out straight or breaking cord, and the operation is very 
tiresome even with no setbacks. With this detent motion, 
taking cards becomes a pleasure, and one can take a card, look 
at it without removing same from drum, and instantly throw 
the drum into commission and proceed. When a number of 
cards or impressions are to be taken on the same card, such 
for instance as linking in, with this motion we can instantly 
stop the drums, look at cards, and either link in or out, take 
another card, etc. If we wished to do this and were com- 
pelled to unhook and hook all the time, the stretch of cord 
would soon manifest itself. The writer was convinced of this 
on two or three trial trips, where the operators were ex- 
perienced men. On this test no stretch was noticed, and it was 
a pleasure to stop drum, examine card, and have man at the 
reverse shaft arms throw the links in or out, and the time 
saved was enormous.” 


FREE—A LARGE CAN OF GREASE, AN ENGINEER'S CAP and a fine 
brass grease cup. These articles will be sent absolutely with- 
out charge to any engineer who will write to Department V, 
the Keystone Lubricating Company, Philadelphia, Pa., men- 
tioning that he saw the offer in INTERNATIONAL MARINE 
ENGINEERING. 


Tue Nationat Motor Boat AND ENGINE SHOW will be held 
in the Mechanics’ building, Boston, Mass., Jan. 23 to 30, in- 
clusive. For diagrams, application blanks, prices, etc., apply 
to Chester I. Campbell, 5 Park Square, Boston. This show 
will be held under the auspices of the New England Engine & 
Boat Association, and is sanctioned by the National Associa- 
tion of Engine and Boat Manufacturers. 

Tuer RICHARDSON AUTOMATIC SIGHT-FEED OIL PUMP is de- 
scribed in a circular issued by Vandyck Churchill Company, 91 
Liberty street, New York City. After seven years of experi- 
ence in the design, manufacture and operation of oil pumps 
of many sizes, the company is making a specialty of its model 
M, which it states combines the good features of former 
models with many new improvements. ‘The size has been 
reduced 30 percent, and all projecting screws, nuts or plugs 
have been removed. Further improvements have been made 
in the working mechanism. 

OrpERS FoR Forced Drarr EQUIPMENT AND VENTILATING 
ApparAtus.—The American Blower Company, Detroit, Mich., 
write us that they have recently received orders for a large 
volume of business. They have given us the names of many 
railroads and manufacturing concerns which have ordered 
their equipment, among them being the Collingwood Ship- 
building Company, Collingwood, Ontario, Canada; the shops 
of the Hocking Valley Railroad Company, Columbus, Ohio, 
forced draft equipment; Northern Pacific Railway, Paradise, 
Mont., and the New York Central Railroad, Avis, Pa., round- 
house heating, ship ventilation and induced draft. These are 
but a few of the many installations recently made by the 
American Blower Company. 

“FLEXIBLE COMPOUND,” made by the Flexible Compound 
Company, 3607 Haverford avenue, Philadelphia, Pa., is stated 
by the manufacturer to be an oil product, and not a paint or 
a varnish. ‘The claim is made that it is a perfectly flexible 
water-proof binder; that it provides positive protection from 
moisture, acids, the fumes from locomotives, etc., and that 
it is not affected by 800 degrees of heat. It is said to be espe- 
cially valuable for the front ends of locomotives, for locomo- 
tive tender finishing, round-house painting and boiler tubes, 
while in the shipbuilding field it is an excellent anti-fouling 
paint, as well as a rust-proof compound for all interior or 
exterior work. When applied to leather or canvas belting the 
maker states it will render them water-proof and cause them 
to cling to the pulley. 


IT HAS STOOD THE 
TEST OF YEARS 
AND NOT FOUND 
WANTING 


WHY? 


CHICACO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH. 8TH STREET 


BOSTON, MASS., 232 Summer STREET 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


Because it is the only one constructed on correct principles. 
core is made ofa special oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 
or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AvENUE, OAKLAND 


ein innIn/nns TINIE as 


IT IS THE MOST 
ECONOMICAL AND 
GREATEST LABOR 

SAVER 


The rubber 


It will not score the rod 


BALTIMORE, MD., 114 W. Battimore STREET 
BUFFALO, N. Y., 600 PrupenTIAL BuiLDING 
PITTSBURGH, PA., 913-915 Liserty Avenue 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Hotsorn Vianuct 


When writing to advertisers, please mentston INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


NoveMBER, 1908. 


Nicuotson Suip Locs.—Barrett & Lawrence, 662 Bullitt 
building, Philadelphia, Pa., Eastern agents of the Nicholson 
Ship Log Company, Cleveland, Ohio, have received the follow- 
ing letter from George Uhler, supervising inspector-general : 
“T have to inform youw that your Nicholson speed indicator 
and ship’s log, presented to the Board of Supervising In- 
spectors at the meeting of January, 1908, was adopted by the 
Board on Feb. 19, 1908, and received the approval of the 
Secretary of Commerce and Labor on Sept. 5, 1908, ‘in com- 
pliance with the provisions of Section 4491, Revised Statutes.” 


TAKING INDICATOR CARps.—There has been a demand for a 
long time for an instrument that will enable the operator to 
produce indicator cards in rapid succession. At the present 
time a well-known concern states that four cards a minute 
can easily be produced with their indicator. They further 
state that on test runs, where all kinds of conditions are in 
evidence, the objectionable features are practically eliminated. 
Every engineer who has taken indicator readings is aware of 
the trouble experienced in hooking and unhooking drum cord, 
it being especially troublesome in close quarters: Engineers 
are aware, with the ordinary instrument, they hook and 
unhook leading cord, which stretches, and, of course, will 
not produce perfect diagrams. A short time ago an expert 
marine engineer took diagrams and was able to produce five 
cards in 61.5 seconds. The diagram showed clearly in every 
respect, and he was able to take cards at different positions 
of the piston stroke. It is stated that the company manufac- 
turing this indicator has a very important feature found in no 
other, and if any reader is interested he should write to 
A-T-I, 219 Congress street, Boston, requesting copy of letter 
referring to the five cards in 61.5 seconds. It explains in 
detail an actual test, describing clearly why every engineer 
should own an indicator. 


BUSINESS NOTES 


GREAT BRITAIN 


THE OFFICIAL TRIAL OF THE DESTROYER Para, built for the 


Brazilian government by Yarrow & Company, Ltd., Glasgow— 
late of Poplar, London—took place recently in the Firth of the 
Clyde, when a speed of 2714 knots was obtained during a con- 
tinuous run of three hours, carrying a load of 100 tons. 


clusive features of the 
cartridges. 
down the. boilers. 


111 Liberty Street 


yay 


NO OIL IN THE BOILERS 


is of course the supreme test, but the other and ex- 


Blackburn-Smith Feed Water Filter 
and Grease Extractor 


are hardly less important. 
DOUBLE filtration through separated layers of 
Terry or has such small, effective and easily cleaned 
Can be installed without changing the 
pipe layout and can be cleaned without shutting 


WRITE FOR LITERATURE 


JAMES BEGGS & CO. 


JJ.&E. HALL Ltd. 


Tria Trre or S. S. Spreewald—tThis fine passenger and 
cargo vessel, the second of three sister ships to the order of 
Messrs. The Hamburg-Amerika Line, and just completed by 
Messrs. Furness, Withy & Company, Ltd., at their Middleton 
shipyard, Hartlepool, proceeded on her trial trip recentry. 
The vessel is a very fine sample of naval architecture, and 
the Hamburg-Amerika Company is to be complimented on its 
usual foresight in determining upon the most up-to-date 
classes. of vesels for the special trades in which they are 
engaged. The ship is beautifully fitted up and is especially 
adapted for carrying first-class passengers and the better class 
of emigrants to and from the West Indies. Every effort has 
been made for the comfort of the passengers, great care 
having been taken with the ventilation, electric fans being 
fitted in each passenger berth, saloon, ladies’ room and smoke 
room. The ship is about 400 feet in length, and has two com- 
plete decks, with long bridge, poop and forecastle. In the 
bridge, amidships, is fitted the accommodation for the first- 
class passengers, engineers, purser, stewards, stewardesses, 
etc., also the galley, bakery, baths, lavatories, etc. The main 
dining saloon, ladies’ saloon and smoke room are situated in 
lofty houses on the bridge deck, and on top of the saloon 
house is a large teak house, containing accommodation for the 
captain and officers. Above this is the chart and wheel-house, 
the top of this house being over 62 feet above the keel of the 
vessel. The ’tween decks, all fore and aft, are fitted up with 
galvanized iron berths for emigrants, all the necessary wash- 
houses. hospitals, shower baths, etc., being included. “The 
vessel has two masts and two derrick posts, and for dealing 
rapidly with general cargoes there are eleven powerful steam 
winches and seventeen patent tubular steel derricks, including 
two each of 15 tons capacity. Light, large boats are fitted on 
the boat deck, which extends the full length of the bridge 
amidships, these boats being carried on patent tubular davits. 
For carrying the necessary provisions, wines, etc., for pas- 
sengers, rooms have been fitted up in the after end of the 
ship. The electric installation consists of two direct-coupled 
engines and dynamos, and over 300 electric lamps are dis- 
tributed throughout the ship. A very powerful steam steering 
vear (Sivewright’s patent) is fitted in a large house, the poop, 
with telemotor gear, to the captain’s bridge amidships. The 
whole of the auxiliary machinery for this vessel has been 
manufactured at the Middleton Shipyard, Hartlepool. The 


No other filter effects 


New York City 


rey 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


MAKERS oF CARBONIC ANHYDRIDE 


(CO2) 


REFRIGERATING MACHINERY 


REPEAT 


INSTALLATIONS SUPPLIED TO 


HAMBURG AMERICAN LINE 60 P. & O. STEAM NAV. Co. 33 HOULDER LINE, Ltd. 13 
UNION CASTLE MAIL S.S. Co. 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Go. 48 CHARGEURS REUNIS 25 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 45 TYSER LINE 16 CANADIAN PACIFIC Ry. 12 

\)} 

etc., etc. 
Se a 
12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Novemser, 1908. International Marine Engineering 


engines, which are of the triple expansion type, have: been MARINE SOCIETIES. 


constructed by Messrs. Richardsons, Westgarth & Compnay, 
Ltd., Hartlepool. and have SYA CEES 2572, inches, 43 inches, AMERICA. 
72 inches diameter, with a stroke 0 48 inches. The high- AMERICAN SOCIETY OF NAVAL ENGINEERS. 
pressure cylinder is fitted with a piston valve and the inter- ; 

: nia ; eee ; bee ? Navy Department, Washington, D. C. 
mediate and low-pressure cylinders with balanced slide valves. 
All the shafting is of ingot steel, and the propeller shaft is | SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS 
covered with a continuous gunmetal liner. The propeller is of 29 West 39th Street, New York. 
manganese bronze. For controlling the speed of the engines a : : nae 
governor is fitted and connected with the throttle valve. There NATIONAL ASSOCIATION OF ENGINE AND BOAT 
is a Weir’s contact feed heater, and theengine room auxiliaries MANUFACTURERS. 
are very complete, including general purpose, fresh water and 314 Madison Avenue, New York City. 
ballast pumps, feed-water filter, evaporator, etc. A novel ee : 
feature in connection with the whistle is an electric gear, UNITED STATES NAVAL INSTITUTE. 


adopted by the Hamburg-Amerika. Company, by means of Naval Academy, Annapolis, Md. 


which the whistle can be autoniatically sounded at intervals. GREAT BRITAIN. 

Steam is supplied to the main engines and auxiliaries by three INSTITUTION OF NAVAL ARCHITECTS 
single-ended boilers, 14 feet diameter by 12 feet long, working B MON tarred, lentes, WA © , 

at a pressure of 200 pounds per square inch, and arranged é ig 

with Howden’s system of forced draft. An ash ejector is INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
fitted in the stokehold and an additional two-cylinder ash SCOTLAND. 

hoist. The machinery throughout is of very substantial and 207 Bath Street, Glasgow. 


massive design. During a six ‘hours’ continuous full-speed 
run the main engines, refrigerating plant and the whole of the 
auxiliary machinery worked most. satisfactorily, the vessel 
attaining an average speed of 14 knots. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 


THE PLASTIC WHITE METAL made by the Phosphor-Bronze A) Gere ee, Gece artiiey 1 


Company, Ltd., 87 Sumner street, Southwark, London, S. E., 


is used for lining up bearings, bushings, shafts and spindles GERMANY. 
of all kinds of machinery, and is made to a government speci- SCHIFFBAUTECHNISCHE GESELLSCHAFT. 


fication. It is stated that it will adhere firmly to iron, steel, 
brass and bronze; that it is applied in a plastic condition with 
great ease, and is particularly useful in bringing up worn 
bearings or shafts to their original sizes. 


Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS NATIONAL OFFICERS, 


President—Wm. F. Yates, 21 State St., New York City. 
First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
No advertisements accepted unless cash accompanies the order. Wash. 

Advertisements will be inserted under this heading at the rate of 4 Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 
cents (2 pence) per word for the first insertion. For each subsequent Third Vice-President—Charles N. Vosburgh, 6328 Patton St., New 
consecutive insertion the charge will be 1 cent (% penny) per word. =. Orleans, La. 

But no advertisement will be inserted for less than 75 cents (3 shillings). Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 
Replies canbe sént to our care if desired, and they will be forwarded Treasurer—Jolin Henry, 315 South Sixth St., Saginaw, Mich. 
without additional charge. 


ADVISORY BOARD. 


Motor Boat Owners.—How to care for your motor boat; Chairman—Wnm. Sheffer, 428 N. Carey St., Baltimore, Md. 
best book for $1.50. Don’t fail to buy a copy. Address Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
H. A. B., care INTERNATIONAL MARINE ENGINEERING. Franklin J. Houghton, Port Richmond, L. I., N. Y. 


FILES anpd RASPS 


E mu HA ie To 2> 
The World’s Standard | | fii cc . . | — — . )) Si The World’s Standard 
x aie Sea Sashvaynnaynneats ie 


NICHOLSON FILE CO. -:- Providence, R.I., U.S. A. 


“TRIMO” 


aie Chain Wrench 
EDAL, ST. LOUIS, 


STRENGTH is absolutely necessary in a chain wrench to insure the safety 
of the workman. Here you have it. The “TRIMO” is designed throughout to give 
the greatest strength for weight of material used. Chain fastened to handle, therefore 
drawing stress is on the handle where it should be, instead of on the jaws. 

Interchangeable and guaranteed. Send for catalogue 34 showing full line, 


TRIMONT MFG. CO., 2.2255 °sircee, ROXBURY, MASS., U. S. A. 


AGENTS IN ALL COUNTRIES 


1904 


13 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


os a e = ° e 
PRCinciniseines International Marine Engineering Novemser, 1908. 


RAINBOW PACKING 


CAN'T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 


ECONOMICAL 
RELIABLE 


Will hold the 
highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 
PacHKing. For high or low pressure steam the Peerless is head 
and shoulders above all other packings. The celebrated Peerless 
Piston and Valwe Rod PacKing has many imitators, but 
no competitors. Don't wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


eS. 


16 Warren Street and 88 Chambers Street, New York 


Detroit, Mich.—16-24 Woodward Ave. Kansas City, Mo.—1221-1223 Union Ave. Vancouver, B. C.—Carral & Alexander Sts. 
Chicago, I1l.—202-210 South Water St. Seattle, WOE Be AE Way & Occidental Richmond, Va.—Cor. Ninth and Cary Sts. 
Pittsburg, Pa.— 425-427 First Ave. Av Waco, Texas—709-711 Austin Ave 
San Francisco, Cal.—131-153 Kansas St. Philadelphia, Pa.—220 South Fifth St. Syracuse, N. Y.—212-214 South Clinton St. 
New Orleans, La.—Cor. Common & Tchoup- Louisville, Ky.—111-121 West Main St Boston, Mass. Se Federal St. 
itoulas Sts. Indianapolis, Ind. car Tee Sour Capitol “Ave. Buffalo, N. Y.—379 Washington St. 
Atlanta, Ga.,—7-9 South Broad St Omaha, Neb.—1218 Rochester, N. Y.—55 Hast Main St. 
pons rou exe Met ie a NERO CRU As Denver, Col. Teor. 1635" ith: St. Los Angeles, Cal.—115 South Los Angeles St. 
ole European Depot—Anglo-American Ru Bal as kins Plac 
ber Co., wis . 68 Holborn Viaduct, FOREIGN DEPOTS ENO ES LCE EH leces 
London, HB. C, Johannesburg, South Africa—2427 Mercan- Copenhagen, Den.—Frederiksholms, Kanal 6. 
11 is, France—76 Ave. de la Republique. tile Building. Sydney, Australia—270 George St. 


14 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


DECEMBER, 1908. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 

Autogenous welding by the oxyacetylene process is de- 
scribed in a pamphlet published by the Davis-Bournonville 
Company, West Street building, New York City. A full 
description of the process is given in this pamphlet, and also 
of the oxygen and acetylene regulators and pressure indicators 
and the other apparatus manutactured by the company, which 
is engaged in the development of this new process, and in 
devising auxiliaries which will add to its convenience and 
effectiveness. 

Engineering marine specialties and supplies are described 
and illustrated in a catalogue published by the Griscom- 
Spencer Company, 90 West street, New York City. “We call 
your attention to our extended facilities for the manufacture 
of all classes of engineering specialties, building of small ves- 
sels, all kinds of copper work and engineers’ suplies, electrical 
equipments, and for the supply of tools and machinery. In 
addition, we would point out the convenience of our water 
front at Jersey City, close to the Pennsylvania Railroad and 
alongside of four New York ferry slips, for repairs to steam- 
ships, yachts, tugs and general marine work. Wharf and rail- 
road tracks on the premises. We are at all times in a position 
to undertake engine and boiler repairing, the renovating of 
cabins and all manner of ship carpentry, refitting of hulls, 
rigging and decks, and appliances for handling cargo, etc., at 
short notice. Our shop room is ample for any emergency, and 
our skilled force and modern facilities are sufficient to turn 
out work with the quickest possible despatch. We have had 
long experience and are thoroughly conversant with all classes 
of shore and marine repairing, and keep in stock all supplies 
necessary for any description of. repair work we might be 
called upon to do at short notice. The West street shops were 
established in 1867, and for nearly twenty-five years did prac- 
tically all the repair work of the International Navigation 
‘Company (American and Red Star Lines) and many other 
foreign, coastwise and river steamship and steamboat lines. 
Operating as we do all of the branches requisite for a com- 
plete repair works, and the manufacture of engineering 
specialties, and uniting therewith the best stocked supply 
house in New York, we possess advantages above the average 
establishment of its kind, and can offer facilities to our 
patrons rarely found in one establishment.” 


Manufacturers 
of Every 
Description of 


DIVING APPARATUS | 


For Naval, Harbour, Dock, 
Salvage Works, Pearl and 
Sponge Fisheries. - - - 


PATENT SUBMARINE TELEPHONES, 
ELECTRIC LAMPS, etc., etc. 


Cables.—‘‘ HEINDIG, LONDON.’’ 
Codes.—A.B.C. 4th & 5th Editions. 


An official guide of the University of Pennsylvania has 
been published in pamphlet form by the Standard Roller 
Bearing Company, Philadelphia, Pa., and will be sent to those 
interested upon application to the company. 


“Surface Condensers” is the title of a 21-page booklet 
published by the Wheeler Condenser & Engineering Company, 
Carteret, N. J. The contents include a chapter on the 
economy of running condénsing, another on the advantages of 
the several types of condensers, followed by a description of 
the Wheeler surface condensers, with some remarks on the 
relative advantages of rectangula rand cylindrical shells. The 
Volz combined feed-water heater and condenser, in which 
some of the tubes serve as a primary heater, is next described, 
after which there is a section on turbine condenser outfits. 
The end of the booklet is devoted to notes and suggestions on 
the installation and operation of surface condensers. The 
illustrations show not only the various types of Wheeler, 
Admiralty and Wheeler-Volz surface condensers of the rec- 
tangular and cylindrical patterns and water-works condensers, 
but include a considerable number of the largest steam-power 
plants in this country. 


Multiple drills are the subject of a catalogue published by 
Pratt & Whitney Company, 111 Broadway, New York. This 
company’s multiple spindle drills Nos. 11, 12 and 13 are de- 
signed for drilling simultaneously a number of holes in valve 
flanges, automobile hubs and a great variety of work of 
similar character. The spindles are adjustable, to allow for 
drilling holes in groups of square, circular or other forms, 
using one or more spindles. The whole series of machines 
has been remodeled, making them more rigid to handle than 
heretofore, and some features have been added by which they 
are made more suitable for general use. The machines are 
furnished either with or without power feed. The No. 14 
multiple-spindle drill is made only to order. It is of an 
entirely new design, and is suitable for driving high-speed 
steel drills of ¥% inch to 1 inch diameter to the limit of their 
efficiency. No. 7 type G multiple-spindle drill is also made to 
order, and. is designed for-drilling. valve and cylinder flanges 
up to 36 inches in diameter. No. 10 type H multiple-spindle 
drill, made to order only, has been designed for heavy work, 
and is capable of drilling eight or ten holes simultaneously in 
the steel frames of electric motors for railway purposes. 


ESTABLISHED 1828. 


87, 88 & 89, Grange Road, 
Bermondsey, London, S.E. 


Photo by D. W. Noakes, Esq., Engsneer, Greenwich, 


C. E. HEINKE & CO. | 


N 


Telephone-1998 HOP. DIVER STEPPING ON LADDER TO DESCEND. 
aD : 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


DECEMBER, 1908. 


Riveters are described in illustrated catalogue No. 3 pub- 
lished by the Hanna Engineering Works, 835 Elston avenue, 
Chicago, Ill. In the Hanna type of riveter is combined in 
simple form toggles, levers and guide links to give the large 
opening of the toggle joint movement with its gradually in- 
creasing pressure until the desired pressure is reached, then a 
simple lever movement throughout a considerable space under 
approximately maximum pressure. This space is sufficient, so 
that there need be no uncertainty about the pressure applied to 
the rivet, and the machine once adjusted for a certain length 
of rivet and thickness of plate will require no further adjust- 
ment for ordinary variations in length of rivets, size of holes 
or thickness of plates, thus reducing, according to the manu- 
facturer, hydraulic results with a pneumatic riveter. 


A Valuable Book on Rivets.—‘‘Scientific Facts and Other 
Valuable Information About Victor Boiler, Structural and 
Ship Rivets” is the title of a handsomely printed and illus- 
trated catalogue of 78 pages, published by the Champion Rivet 
Company, Cleveland, Ohio. This catalogue contains a great 
deal of information of interest to users of rivets, and a free 
copy will be sent to every reader who will mention this maga- 
zine. Included in the catalogue are the essays on “How to 
Heat and Drive Good Steel Rivets,’ which were awarded the 
prizes tendered by the Champion Rivet Company at the annual 
meeting of the International Boiler Makers’ Association, held 
in Cleveland last May. There is also a report on physical and 
mechanical tests made of Victor steel rivets. These tests are 
all practical, and the originals may be seen in the office of the 
company, or if anyone desires to repeat the tests for his own 
satisfaction, sample rivets will be sent upon application. In the 
back of the catalogue is a series of illustrations showing some 
of the important work in which Champion rivets have been 
used, such as the United States cruisers Washington and Des 
Moines, the Great Northern steamship Minnesota, the Russian 
cruiser Variag, the great locomotive No. 989 made by the 
American Locomotive Company, the United States Custom 
House in New York City, various watertube and Scotch 
boilers, dry-docks, bridges, office buildings, etc. 


“Tilustrated Opinions” is the title of a pamphlet of 160 
pages published by the Roberts Safety Water Tube Boiler 
Company, Red Bank, N. J. This pamphlet consists of a large 
number of testimonials from well-known shipbuilders, yacht 
Owners, engineers and other users of the Roberts watertube 
boilers. The book is profusely illustrated with half-tone 
engravings of well-known yachts, steamships, tugs, dredges 
and other vessels in which these boilers are installed. “The 
Roberts safety watertube boiler was invented, for use in his 
own yacht, by Mr. E. E. Roberts, of New York. He had been 
for many years an engineer in the regular service of the 
United States navy, and had had a large experience also with 
the machinery of merchant vessels. At the time of the in- 
vention of the boiler, he was doing business as a consulting 
engineer in New York, and was very successful in that line. 
He had lately purchased a summer cottage on the banks of 
the Shrewsbury River in New Jersey, and the salt in his 
blood made it necessary that he should have some sort of 
craft with which to enjoy the beautiful Shrewsbury River and 
its connections. Doing business in New York and living in 
New Jersey left such a short time each day for the enjoyment 
of the water that it was absolutely necessary for him to have 
a boiler which would get up steam with great rapidity upon 
arrival at home. He had tried all the boilers generally used 
without satisfaction, when the idea of a steady water line, 
quick-steaming watertube boiler suggested itself to him, and 
he built one which proved entirely satisfactory. This boiler is 
still in use in the launch Mamie C. This boiler was, how- 
ever, a very crude affair compared with the boiler subse- 
quently patented by Mr. Roberts, and known throughout the 
world as the ‘Roberts Boiler’ The boiler was not originally 
invented for commercial purposes. The inventor had a very 
satisfactory business at the time and did not care to make 
any change in that respect. After using the Mamie C. for 
about two years he sold her to Mr. A. E. Clark, and we be- 
lieve she is still owned by that gentleman. She acted as the 
first advertisement for the boiler, and the result was that 
inquiries and orders began to pour in upon Mr. Roberts to 
such an extent that he was obliged to give up his business as 
consulting engineer and eventually organize the Roberts 
Safety Water Tube Boiler Company. Over 1,600 boilers have 
been sold previous to the time that this pamphlet goes to 
press in the spring of 1908. They range in power from 10 
horsepower to 700 horsepower each. They are used for all 
types of vessels, and—to a greater or less extent—by all the 
departments of the United States Government, as well as by 
a number of foreign governments. The boilers are of light 
weight, occupy little space, are practically non-explosive, and 
are easily repaired without recourse to the boiler shop.” 


AND INSTRUMENTS OF 
PRECISION 
Send for our 232-page Catalogue, No. 18-L 


Many new tools are shown by the more than 300 illustrations, 
and a number of improvements in design will be noticed, besides 
several more: pages of useful tables than are given in earlier 
editions. Every tool is indexed both by name and number, and 
no pains have been spared to make this the most complete and 
most attractive tool catalogue ever issued. A glance at the table 
of contents will indicate its wide scope. Among the many instru- 
ments of which we make a specialty are calipers and 
dividers of all sorts, center punches, gages of every description, 

micrometers, rules and squares 
of all kinds, steel tapes, and, in 
fact, almost every kind of in- 
strument of precision. 


The L, S. STARRETT C0. 


ATHOL, MASS., U. S.A. 
London Warehouse, 

36 and 37 Upper Thames St., 

é E. C. 


The Powell “Trojan” Sight-up Feed 
Cylinder Lubricator 


A thoroughly efficient double con- 
nection lubricator of neat design, 
superior workmanship and finish. 


The body-shell is cast in one piece 
—a patented Powell construction. 
This insures positive feed and perfect 
lubrication under all conditions, as 
‘the arms can’t get out of line and 
there are no joints to loosen or leak. 
Oil chamber is filled di- 
rectly through filling cup B 
on all sizes. You don’t have 
to wait for oil to seep through 
small openings. See it at 
your jobber’s—if HE does 
not carry it in stock, ask us 
who does. 


a 


Our 280 page catalogyi 
yours for the asking. 
Write [for it now while 
you think of it—a postal 
will do. 


The Wm. Powell Co, 


CINCINNATI, OHIO 


NEW YORK, 264 Canal St. 
BOSTON, 239-45 Causeway St 
PHILADELPHIA, 518 Arch St, 


OIL INDEX 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


DECEMBER, 1908. 


International Marine Engineering 


All Change Does Not Mean Progress, 
But all Progress Means Change 


| you are only familiar with oil and grease lubrication, 
well—look out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease? 
Hundreds of successful engineers testify that it lessens 
friction, prevents cutting, saves lubricant. Can you 
answer this question from ‘‘first hand’’ experience? 


Write for free booklet 58-C and a sample. 


JOSEPH DIXON CRUCIBLE CO. 
Jersey City, N. J. 


European Agents: KNOWLES & WOLLASTON 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W. 


A handsome lithograph, to by 6, of the Holland-America 
Line steamship Rotterdam has been printed on heavy paper 
by the Welin Quadrant Davit Company, 17 Battery Place, 
New York City. ‘This is one of the ships recently fitted with 
Welin quadrant davyits. The picture shows the Rotterdam 
passing the Battery, and makes a very handsome appearance 
when framed. 


Electric Heat Regulation Steam Sti 


The only i 


when com-~ 


Vibration- pared with 
Proof Electric heaters not 
Thermostat regulated. 


in existence. 
Will abso- 
lutely main- 
tain accurate 


Day and 
Night Tem- 
peratures in 
electrically 
heated rooms. 
It saves from 
40 to 50% 


of current 


This is prov- 
en by records 
taken on 
board of 
modern trans- 
Atlantic 
We 


will submit 


liners. 


these records 
to anyone 


interested. 


Mechanism ot Thermostat 


GEISSINGER REGULATOR CO. 


203 GREENWICH ST., NEW YORK CITY 


JOHN CARMICHAEL 
Eaglescliffe, Durham 


British Agent: 
Crookston, 


“Our Friends in New York” is the title of a little book 
published by the Mianus Motor Works, Mianus, Conn. The 
company states that they could tell a great deal about the 
good qualities of Mianus motors, but that coming from them 
people would make an allowance on everything said and not 
believe much of it. So they have printed in this book a list of 
of the names and addresses of people in New York City to 
whom they have sold motors since Jan. 1, 1908. “Some of 
them may be friends of yours; they are all friends of ours, 
and we should be glad to refer you to any of them if you are 
thinkink of purchasing.” 


Lunkenheimer steam specialties are the subject of a great 
number of catalogues and booklets issued by the Lunken- 
heimer Company, Cincinnati, Ohio, any one of which will be 
sent free upon application to readers mentioning this maga- 
zine. Among the catalogues this company issues are those 
with the following titles: “Generator Valves,” “Safety 
Valves,” “Oil Cups,” “Exhaust Pressure Regulators,” “Safety 
Water Columns,’ “Automatic Injectors,’ “Automatic Cylin- 
der Cocks,’ “ Mechanical Oil Pumps,” “Blow-Off Valves,” 
“Specialties for Traction or Portable Engines and Boilers,” 
“Regrinding Valves,” “Sand Blast and Air Nozzles,’ “Grease 
Cups for Cylinder Lubricators,”’ “Oiling Devices,” “Whistles,” 
“Ground Key Work with Special Keys,” “H-W Cross-Head 
Pin Oiler,” “Specialties for Automobiles and Motor Boats.” 


Friction clutches are described and illustrated in catalogue 
D published by the Carlyle Johnson Machine Company, Hart- 
ford, Conn. This clutch has few parts and is very compact. 
A. body fastened to the shaft carries a split ring, in which 
are inserted a pair of levers, a curve-shaped wedge, which is 
made part of a shipper sleeve, forces the levers apart, expand- 
ing the ring and bringing its outer surface into frictional con- 
tact with the inner surface of the friction cup, the hub of 
which is made to suit requirements. The leverage is so com- 
pounded that it requires little pressure to operate the clutch. 
These clutches have been adapted as parts of machines by 
many of the leading manufacturers, and are said to be espe- 
cially adaptable for such use on,account of their small size. 
Sixteen thousand of these clutches have been used by one 
manufacturer of turret lathes as a part of the lathe head. 


The flue welding machine made by Joseph T. Ryerson & 
Son, Chicago, Ill., is driven entirely from a pulley, no air or 
steam being necessary to exert the pressure on the welding 
point. It is said to be the only machine on the market which 
rolls the lap of the weld on the inside as well as the outside. 
The simple and accurate adjustment of the rollers is one of 
its greatest advantages, and is accomplished by placing a cold 
tube on the mandrel and bringing down the arms of the 
machine so that they bear upon the surface of the tube. This 
requires no skill, and may be accomplished in five minutes. 
Once the machine is set, every tube welded will be exactly the 
same size. The machine is free from gears of any kind, and 
all fast-running parts are arranged so that the slightest wear 
can be taken up. The manufacturer states that it is the only 
flue-welding machine on the market which is noiseless in 
operation. The operator has both hands free to handle the 
work. This machine is said to be in use in the principal 
railroad and contract boiler shops of the country, and every- 
where to be giving satisfaction. 


Melting furnaces are described in illustrated catalogue pub- 
lished by the Rockwell Furnace Company, 26 Cortlandt street, 
New York. In presenting this catalogue the company has 
endeavored to cover the entire melting field, and give those 
who contemplate melting metal or any material, for any pur- 
pose, an opportunity to select that which is best adapted to 
their requirements, “The air pressure and volume will vary 
according to the kind of metal melted. For pressure under 
16 ounces a steel fan blower of sufficient size for the volume 
required will maintain uniform pressure, and will serve the 
purpose for almost any class of melting. See page 31. For 
pressures from 2 to 5 pounds a positive pressure blower will 
be required. Above this pressure any available compressed air 
may be used or steam at boiler pressure if specified. See 
page 31. The fuel pressure must be uniform. For oil, 5 
pounds or over is sufficient. The quantity of fuel required 
will vary according to the kind of metal melted and the 
attention and promptness with which it is melted and poured. 
For ordinary brass mixtures from 1 1/3 to 2 gallons of oil, 
186 to 280 cubic feet of natural gas, 267 to 400 cubic feet of 
city gas, and 5096 to 894 cubic feet of 300 B. T. U. producer 
gas, per 100 pounds of metal melted is consumed. If gas is 
to be used instead of oil that fact, together with the kind 
and pressure, should be so stated when ordering, in which 
case we will furnish gas burners.” 


9 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


DECEMBER, 1908. 


TRADE PUBLICATIONS 


GREAT BRITAIN 


Tantalum Lamps.—Siemens Bros., Dynamo Works, Ltd., 
6 Bath street, City Road, London, E. C., have just issued a 
booklet containing illustrations and descriptions of the various 
types of tantalum lamps, which are said to be especially 
adapted to use on board ship. 


Among the interesting articles appearing in the Sontenther 
issue of Graphite, published by the Joseph Dixon Crucible 
Company, Jersey City, N. J., are Chapter V. of W. H. Wake- 
man’s “Preventing Corrosion of Steam Machinery” and an 
article on prolonging the life of crucibles by D. A. Johnson. 


Some Interesting Relics.——In the Franco-British Exhi- 
bition, C. E. Heinke & Co., 87 Grange Road, Bermondsey, 
London, S. E., exhibited two swords recovered from the 
steamship Jndus, a horseshoe from H. M. S. Eurydice, a num- 
ber of fused coins (77,000 pounds worth) which were re- 
covered from the steamship Japan, a treasure box, one of 
eight, each containing £1,000, recovered from the steamship 
Catterthun. All of this treasure was brought up by divers 
using the Heinke diving apparatus. 


Bateman’s Machine Tool Company, Ltd., Balm Road, 
Hunslet, Leeds, is exhibiting at the Electrical Exhibition a 
36-inch by 36-inch by 10-foot top speed planer. This machine 
is fitted with two tool boxes on the cross rail and a side 
tool box on the near housing, besides a change speed gear 
box on the top of the housing. This gear box gives three 
cutting speeds—z2o feet, 40 feet and 60 feet per minute, and 
the machine has a return speed of 180 feet per minute. It is 
driven by a Siemens motor, also mounted on the housing, 
through a Westinghouse locker chain. Thus the machine is 
perfectly self-containing. 


Ward’s metallic packing i§ described in an illustrated cir- 
cular. distributed by S. A. Ward & Company, Broad Street 
Lane, Sheffield. The manufacturer states that an ideal pack- 
ing would be a perfectly broad and flat collar, fitting perfectly 
true to the piston rod bearing upon the face of a flat covering 
jointed on the end of a stuffing-box. “No ordinary pressure 
could pass it, but seeing that it is not practical the next ap- 
proach to it is Ward’s patent anti-friction metallic collar, 
divided and ertanged in such a manner as to overcome the 
non-practicability of the ideal collar. This packing is largely 
used by British and foreign governments and in the mercantile 
marine of many countries. 


Improved patent oil cabinets are described in illustrated 
circulars distributed by the Valor Company, Ltd., Rocky Lane, 
Aston Cross, Birmingham. This cabinet is made of tinned 
steel with galvanized iron bottom. Being enameled bright 
red, it is attractive in appearance and is unaffected by weather 
or the oil. It shuts up and is dust proof, and owing to its 
double lid is entirely free from smell. The pump is made 
of polished brass, simple in construction, and it cannot get out 
of order. It is screwed into place, and can easily be taken 
out for filling the cabinet from a barrel. The amount of oil 
contained in the cabinet may be seen by a glance at the 
measuring rod. 


BUSINESS NOTES 


AMERICA 


A COMBINED MELTING POT AND PAYING LADLE for paying 
seams of decks and floors with marine glue is made by L. W. 
Ferdinand & Company, 201 South street, Boston. Marine glue 
should be run into the seams immediately when melted, and 
the nose of the ladle should be held at least an inch above the 
deck. To obtain this result and prevent overheating of the 
glue, Mr. Arthur Jeffery has invented a combined melting pot 
and paying ladle, with which any workman without any pre- 
vious experience can apply the glue as well as any old-time 
calker and run it into the seams without fear of injuring it. 
Messrs. Ferdinand & Company have received the following 
letter from J. S. Sheppard, proprietor of the Essington Ship- 
yard & Marine Railway, Essington, Pa.: “I am very well 


pleased with Jeffery’s melting pot and paying ladle, which I ' 


bought of you some time ago. It is one of the handiest and 
greatest time-saving devices around a shipyard. It made its 
cost in a short time in the saving of labor and in the saving 
‘of glue, as with the old process considerable glue was wasted. 


OSTER MATCHLESS TOOLS 


Automatic 
Receding Dies 


Self-Locking 
Chuck 


Complete within itself 


List Price, $25.00 
THE OSTER MFG. CO. 


2200 East 61st Street CLEVELAND, OHIO 


Cap 


il Bagh Go D favah Ie 
ONE SET DIES 


Seen the 
Perfection Wrench ? 


Have You 


The newest and 
best wremeh made 


All steel—great strength Instantly adjusted. Easily and 
quickly operated. Positive grip. Immense time, trouble 
and temper saver. Indispensable to automobilists. Best 
“all round tool” ever offered for sale. ‘‘ You’lljjwant one 
when you see it.’’ For circular address 


THE PERFECTION WRENCH Co. 
PORT CHESTER, N. Y. 


D 


Box 426 


[THE PHOSPHOR — 
— BRONZE CO. LID. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 


““Cog Wheel Brand”’ and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. ; 


““Cog Wheel Brand.” The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL, «Vulcan Brand.” 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


‘““Vulcan Brand.’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Superior to Best White Brass No. 2, for ab: 
Marine Engine Bearings, &c. 


“WHITE ANT’ METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 
Telephone No.: 


Telegraphic Address ; 


587 Hop. Y 
i 


Ve ““PHOSBRONZE, LONDON.” 
Pacerncceess ts} 


10 
When writing to advertisers, please mention IN@ERNATIOWAL MARINE ENGINEERING. 


I would not be without one.” 


DECEMBER, 1908. 


International Marine Engineering 


Tue AMERICAN Compressor Pump Company has been or- 
ganized, with offices at 26 Cortlandt street, New York, for the 
manufacture of air and gas compressors, air receivers, high- 
duty vacuum pumps, pneumatic specialties, etc. The new 
company’s works are located at 718 East Pratt street, Balti- 
more, Md., and are in charge of Mr. Alexander Slaysman, Jr., 
of Slaysman & Company, engineers and machinists. The 
company’s machines are said to be simple in design, durable, 
economical in power consumption and automatic in operation. 
Each machine is made with templets and jigs, and therefore 
all parts are interchangeable, and can be obtained at once 
without the expense or delay or sending old broken parts or 
sketches. All machines will be thoroughly tested in the com- 
pany’s shops and are guaranteed as represented. 


Tue “THREE Horses” BRAND OF IRON CEMENT is a composi- 
tion which hardens like iron, which can be filed and polished, 
and which expands and contracts with the iron. It is espe- 
cially useful for stopping up sand holes and pores in spongy 
iron, for making connections on broken pieces, joining iron, 
water, gas and steam pipes, and for repairing leaky boilers. 
It is said to resist acid and withstand a steam pressure up to 
300 pounds. Until recently the entire output has been engaged 
by the German, Austrian and Scandinavian Iron Works. The 
John Baizley Iron Works, 514 South Delaware avenue, Phila- 
delphia, are the general agents for this cement in the United 
States and Canada, and will send a free sample upon request 
to any reader mentioning INTERNATIONAL MARINE ENGI- 
NEERING. 


Nizes-BEMENT-Ponp Company, 111 Broadway, New York 
City, makes a specialty of boiler shop tools, such as horizontal 
and vertical bending rolls, straightening rolls, plate planers, 
punching and shearing machines, manhole boring machines, 
hydraulic bending machines, hydraulic presses, steam and 
hydraulic riveters, hydraulic accumulators, steam hammers, 
flanging presses, etc. Any boiler maker desiring to be kept 
in touch with all the new tools put on the market for use in 
the boiler-making industry, should write to Niles-Bement- 
Pond Company, mentioning this magazine, and ask to be put 
on the free mailing list of The Progress Reporter, which the 
company publishes for the purpose of keeping the boiler- 
making field advised of the latest improvements in machinery 
and tools. 


FREE—A. LARGE CAN OF GREASE, AN ENGINEER’S CAP and a fine 
brass grease cup. ‘hese articles will be sent absolutely with- 
out charge to any engineer who will write to Department V, 
the Keystone Lubricating Company, Philadelphia, Pa., men- 
tioning that he saw the offer in INTERNATIONAL MARINE 
ENGINEERING. 


Orpbrers FOR MARINE Borters.—lIhe Kingsford Foundry & 
Machinery Works, Oswego, N. Y., which makes a specialty 
of marine and internally-fired boilers, operated their plant 
last winter with a full force of men, and now writes us that from 
present indications they will have more work this winter than 
last. During the past week the company has received orders 
for five marine boilers. 


LAUNCHES FOR THE War DeEPARTMENT.—Ihe Electric 
Launch Company, Bayonne, N. J., is building thirty-two 


32-foot gasoline junction-box launches for the artillery corps 
for use in mine planting along the seacoast. This is the largest 
order for motor boats ever placed by the United States gov- 
ernment. All of the boats are to be delivered before April 1. 


TWENTY-EIGHT FORCED DRAFT FANS for the battleships Dela- 
ware and North Dakota were built by the Sirocco Engineer- 
ing Company, 138 Cedar street, New York City. Fourteen 
of these fans, each with a capacity of 24,000 cubic feet per 
minute, will be installed on each ship. These fans are 27 
inches in diameter and are driven by General Electric motors. 
Sirocco fans are also building for the United States torpedo 
destroyers 17, 18 and 19, on which the plenum system of draft 
will be used. 


“LrAK-No” is a new compound for repairing iron and steel 
which has been placed on the market by the H. W. Johns- 
Manville Company, 100 William street, New York. This 
composition is a chemical compound resembling powdered 
iron. The manufacturer states that when mixed with water 
and applied like putty to defects in iron and steel articles, 
it metalizes and becomes a permanent part of the article to 
which it is applied. The company shows its faith in this 
material by offering to refund the purchase price in case it 
fails to stop any ordinary leak in anything made of iron or 
steel against any pressure of oil, steam, gas, ammonia or 
water, and to stand any heat or chemical that iron will stand. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
' WANTING © 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting. compound covered with 
duck, the outer covering being fine asbestos. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICAGO, ILL., 150 Lake Street 
ST. LOUIS, MO., 218-220 CHestNnutT STREET 
PHILADELPHIA, PA., 118-120 NorTtH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Battimore STREET 
BUFFALO, N. Y., GOO PRUDENTIAL BuiLDING 
PITTSBURGH, PA., 913-915 Liserty AVENUE 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Hotsorn Viapuct 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


DECEMBER, 1908. 


BUSINESS NOTES 


GREAT BRITAIN 


S. A. Warp & Company, Broad street lane, Sheffield, manu- 
facturers of marine metallic packing, have received the fol- 
lowing unsolicited testimonial from J. Masson, chief engineer 
of the steamship Registan: “The steamship Registan, having 
been sold to the Company General Transatlantique, St. 
Nazaire, about a fortnight ago, I promised their superintendent 
engineer I would send him a sketch of the patent packing before 
I came away home. It would be better for you to send it 
than me, and may lead to you getting an order from them. 
They have a very large fleet and build most of their own 
vessels. One of their superintendent engineers made a run of 
1,100 miles in the Registan before they bought her, and was 
highly pleased with it being so steam tight, and also the 
beautiful state of the piston rods. It is the best packing ever 
I have been with at sea.’ 


“Dr. SCHLICK’S GYROSCOPIC APPARATUS for preventing ships 
from rolling at sea has just given fresh proof of its power 
and suitability for the work for which it is designed. The 
first apparatus made in England has been constructed at the 
Neptune Works of Swan, Hunter & Wigham Richardson, 
Ltd., Newcastle, and has been fitted in the R. M. S. Lochiel, 
owned by tho eriterprising firm of Messrs. David MacBrayne, 
Ltd., of Glasgow. Recently the apparatus has been very 
thoroughly tried on the Lochiel’s ordinary route between Oban, 
Tiree and Bunessan, and. it is said, with most satisfactory 
results. The apparatus can be thrown in and out of action 
at will, and when out of action the vessel rolled to angles of 
16 degrees on each side; that is, the total angle of roll was no 
less than 32 degrees, whilst when the apparatus was put into 
action the rolling was prevented and decreased to a total 
angle of roll of from 2 to 4 degrees, an amount which is 
barely perceptible to a passenger. The apparatus has pre- 
viously been tried in England by Swan, Hunter & Wigham 
Richardson, Ltd., on an experimental vessel 116 feet long, and 
these later trials on the Lochiel amply confirm the high ex- 
pectations which have been raised. The gyroscope on the 
Lochiel is driven electrically, requiring little attention, whilst 
the design has been simplified, and the machine is now very 
compact and requires but little space in the steamer.” 

SIEMENS Bros. DyNAMo Works, Ltp., 6 Bath street, City 


Road, E. C., express their regret at any slight delay which 
may occur in the delivery of their new “Tantalum” lamp show- 
cards. Although a very large number of these were printed, 
the demand has far exceeded all expectations. A reprint is 
now in active course of preparation, and all applications for 
showcards will be filled at the earliest possible date. 

THE “PIONEER” PATENT OIL SEPARATOR, for the separation of 
oil and lubricating grease from exhaust steam, is made by 
David Bridge & Company, Castleton Iron Works, Castleton, 
Manchester. This separator is stated to be perfectly auto- 
matic, to have no parts which can get out -of order, to be 
extremely simple in design. It is said that it has for years 
been put to the most severe tests in connection with con- 
densing and non-condensing engines. The firm supplies all the 
necessary piping, pumps, tanks, etc., including installing same 
by skilled men. 

TriAL Trip oF THE S. S. Norburn.—On Oct. 17 the steel 
screw steamer Norburn, built by Messrs. Craig, Taylor & 
Company, Ltd., Stockton-on-Tees, to the order of W. H. 
Loveridge, Esq., West Hartlepool, for the Norburn Steam- 
ship Company, Ltd. (Messrs. Smith, Hogg & Company, West 
Hartlepool, managers), was taken to sea for her trial trip, 
which proved highly satisfactory. She is of the single-deck 
type, of the following dimensions, viz.: 292 feet by 43 feet 
9 inches by 20 feet 7 inches moulded; she is built of steel to 
the highest class in British Corporation Registry, under spe- 
cial survey, and has poop, bridge and topgallant forecastle; 
water ballast in double bottom fore and aft and in peaks. She 
is equipped with patent steam windlass with quick warping 
ends, steam steering gear, five steam winches, suitable donkey 
boiler, pole masts and all the latest improvements to facilitate 
rapid loading and discharging. The accommodation for 
captain and officers is neatly fitted up in deckhouses amid- 
ships, the engineers being in deckhouse alongside engine 
casing, and the crew in the forecastle. Her engines have been 
constructed by the Central Marine Engine Works, West 
Hartlepool, the cylinders being 22 inches, 35 inches, 58 inches 
by 39 inches stroke, with two large steel boilers working at 
160 pounds pressure. During the whole of the trial everything 
worked with the greatest smoothness, and on a course of 6 
miles a speed of 10% knots was easily maintained, the vessel 
being fully loaded. She has been built under the superin- 
tendence of Donald Ross, Esq., West Hartlepool. 


TO MARINE ENGINEERS: 


If you are designing a new installation or are having trouble with oil and grease in 
» your boilers, it will pay you to investigate the 


BLACKBURN-SMITH FEED WATER 
FILTER and GREASE EXTRACTOR 


Our multiple cartridge system, compelling a DOUBLE filtration through 
separated layers of terry and small easily handled cartridges, which cost 
practically nothing to clean and maintain, is superior to any other filtering 
arrangement. The filter may be installed without altering the feed pipe lay- 
out, and may be cleaned without shutting down the boilers. 

WRITE FOR LITERATURE 


JAMES BEGGS & CO., 111 Liberty St., New York City 
ny 
J. & EK. HALL Ltd. 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


maKERS or CARBONIC ANHYDRIDE (CO,) 


REFRIGERATING MACHINERY 


REPEAT INSTALLATIONS SUPPLIED TO 


yay 


HAMBURG AMERICAN LINE 60 P. & O. STEAM NAV. Co. 33 HOULDER LINE, Ltd. 13 
UNION CASTLE MAIL S.S. Co. 53 WHITE STAR LINE 33 NIPPON YUSEN KAISHA 13 
ELDER DEMPSTER & Co. 48 CHARGEURS REUNIS 25 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 45 TYSER LINE 16 CANADIAN PACIFIC Ry. 12 
a etc., etc. Y 
12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


DECEMBER, I9O8. 


International Marine Engineering 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive tnsertion the charge will be 1 cent (44 penny) per word. 
But no advertisement will be inserted for less than 75 cents (3 shillings). 
Replies can be sent to our care tf desired, and they will be forwarded 
without additional charge. 


Motor Boat Owners.—How to care for your motor boat; 
best book for $1.50. Don’t fail to buy a copy. Address 
H. A. B., care INTERNATIONAL MARINE ENGINEERING. 


TriAL Trip oF T. S. S. Waratah—The new twin screw 
steamer Waratah, built by Messrs. Barclay, Currie & Company, 
Ltd., for Messrs. William Lund & Son’s Blue Anchor Line, 
London to Australia, was delivered to the owners after a 
successful trial trip on the Firth of Clyde, during which a 
speed of 15 knots per hour was maintained throughout an 
extended trial. The new steamer, which left on her maiden 
voyage from London on the 6th of November with a full 
complement of passengers and cargo, has been constructed to 
embody all the qualities desirable for her intended service, 
of which Messrs. Lund’s long experience in this connection 
has made them expert judges. She is a vessel of 9,400 tons 
gross register, carrying a dead weight of 10,000 tons, and her 
speed on service will be 13 knots. Twin screw quadruple ex- 
pansion machinery of the builder’s standard pattern has been 
fitted and specially designed to reduce vibration to a minimum. 
Its efficiency in this respect was amply demonstrated at the 
trial, when, as has been said, the vessel attained a speed very 
much in excess of her service requirements. 


Messrs. TeLForp, Grier & MacKay, Lrp., 220-222 Broomie- 
law; Glasgow, have just patented and put on the market a 
flashing signal lantern (Morse) for use in vessels as required 
by the Merchant Shipping Act. The feature of this lantern is 
unique, in that at every flash which is given the whole light 
of the lantern is shown, unlike many of the other flashing 
lanterns in’ the market, which only. show about 10 percent to 
25 percent\of the light given. The result of showing the full 
light inthe T. G. M. patent lantern is that the messages can 
be read at ‘long distances, which is a very-important feature in 
signaling. The lantern has several important features, such 
as its adaptability for burning colza oil, paraffin oil and also 
electric light, and it can also be used if required as a stern 
light. This lantern has already been taken up by many of the 
principal shipping companies, and we have no doubt when 
once it is brought before the marine superintendents a large 
demand will be made for them. 


ARMSTRONG SOLID BLOCK LIFE PRESERVERS 


STANDARD FOR MATERIAL AND WORKMANSHIP 
Each Preserver inspected and stamped by U. S. Inpector 


YACHT FENDERS—BUOYS 


ARMSTRONG CORK COMPANY 
Boston New York Philadelphia Pittsburgh Chicago 
Baltimore Cincinnati 


St. Louis 


WANTED 


SHIP DRAFTSMEN AND ASSISTANT SHIP DRAFTSMEN 


Pay from $2.00 to $5.04 per diem. A competitive 
examination will be held at the Navy Yard, Brook- 
lyn, N. Y., December 21, 1908, for the purpose of 
establishing an eligible register of ship draftsmen 
and assistant ship draftsmen. 


FOR APPLICATION AND FURTHER INFORMATION ADDRESS 


“COMMANDANT,” NAVY YARD, BROOKLYN, N. Y. 


MARINE SOCIETIES. 


AMERICA, 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C.. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
58 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 
NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. } 
First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
Wash. 
Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 
Third Vice-President—Charles N. Vosburgh, 6323 Patton St., New 
’ Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 
Treasurer—John’ Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wnm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


AT A MEETING of the British Motor Boat Club, at Burnham, 
the marine engines made by J. W. Brooke & Company, Ltd., 
Lowestoft, secured three first prizes, made the fastest times in 
four events, and also won three seconds and two thirds. “The 
varied nature of the results is also notable, insomuch as fastest 
times were made in the speed classes and in the low-powered 
yachts’ motor dinghy classes, and the wins were in the biggest 
class, in the cabin cruiser races, and again in the dinghy races, 
illustrating the all-round thoroughness of the Brooke motors 
installed. 


ESTABLISHED 1816 


WATERBURY COMPANY 


MAKERS OF 
Manila, Sisal and Transmission Rope 


WIRE ROPE 


Also Rubber and Paper Insulated Electrical Wires and Cable 
FACTORIES, BROOKLYN 


OFFICE, 69 SOUTH ST., N. Y. 
13 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Engines and 


Engine Fittings International Marine Engineering DECEMBER, 1908. 
CANT 
BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT ECONOMICAL 
Will hold the RELIABLE 


highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


[PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 

PacKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacHKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 
16 Warren Street and 88 Chambers Street, New York i 


Detroit, Mich.—16-24 Woodward Ave. Kansas City, Mo.—1221-1223 Union Ave. Vancouver, B. €.—Carral & Alexander Sts. 


Chicago, I11.—202-210 South Water St. Seattle, Wash.—Railroad Way & Occidental Richmond, Va.—Cor. Ninth and Cary Sts. 
Pittsburg, Pa.— 425-427 First Ave. Ave. Waco, Texas—709-711 Austin Ave. 
San Francisco, Cal.—131-153 Kansas St. Philadelphia, Pa.—245-247 Master St. Syracuse, N. Y.—212-214 South Clinton St. 
New Orleans, La.—Cor. Common & Tchoup- Louisville, Ky.—111-121 West Main St. Boston, Mass.—110 Federal St 

itoulas Sts. Indianapolis, Ind.—16-18 South Capitol Ave. Buffalo, N. Y.—3879 Washington St. ; 
Atlanta, Ga.,—7-9 South Broad St. Omaha, Neb.—1218 Farnam St. Rochester, N. Y.—55 East Main St. 
ouster nexus mare Ste WN eens Denver, Col.—1621-1639 17th St. Los Angeles, Cal.—115 South Los Angeles St. 

ole European Depot—Anglo-American Rub- f F — ‘i 

ber Co. Ltd. 58 Holborn Viaduct, FOREIGN DEPOTS EIEN WAGE EY KSI SIES LEGS 

London, BE. C. ‘ Johannesburg, South Africa—2427 Mercan- Copenhagen, Den.—Frederiksholms, Kanal 6. 
laris, France—76 Ave. de la Republique. tile Building. Sydney, Australia—270 George St. 


14 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


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